1902

ENTREPRENEUR CHARLES Garrard imported 160cc Clement engines which were fitted into bicycle frames by James Norton and marketed as Clement-Garrards. Before long the first Norton motorcycles appeared, also powered by Clement engines and marketed as ‘Energettes’. Adolphe Clement was a bicycle manufacturer who had been working on developing engines since 1897. He also produced pneumatic tyres and owned the French Dunlop patents.

THE COURTS WERE beginning to deal with motoring offences. In Somerset one Alfred Nipper of Weston Super Mare was hauled before the beak summons for the way he was riding his 1898 Werner: “Then being the driver of a certain carriage (to wit a motorcycle) on a certain highway there situate called Bristol Road unlawfully did ride the same furiously thereon so as then to endanger the lives and limbs of passengers on the said highway.” He was fined 7/6d; worth about £40 today.

JAMES, WHICH HAD been making bicycles since 1872, fitted FN engines; Brown Bros branched out from parts and accessories into complete bikes marketed under the Vindec banner; the first Triumphs and the first Ariels both used 2¼hp Minervas. More than 75 marques on both sides of the Channel relied on Minerva engines, including Matchless and Royal Enfield.

MOTOR CYCLING WAS a global obsession—the first bike arrived in Tasmania.

BOSCH LAUNCHED a high-voltage magneto and spark plug. The mag included a condenser which enhanced its reliability. Other technical developments included a water-cooled engine from US manufacturer Steffey; a V-twin engine from Zedel which was used on (French) Griffons; and a practicable drum brake, invented by Louis Renault (a less-sophisticated version had been used by Maybach the previous year).

OTHER NEW MARQUES included Montgomery, Brough (WE, George’s dad), Bradbury (with a 1¾hp  Minerva clip-on engine, from Oldham, Lancs), Simplex (in the Netherlands), Merkel, Metz and Yale (USA) and Victoria (Scotland) – not to be confused with the German Victoria, which was designed by the memorably named Max Frankenburger. In the US Marsh built a 6hp racer that was said to do 60mph.

“THE BORD MOTOR-BICYCLE is a machine that is being put upon the market at a very low figure, and from what we could gather after a brief inspection and run, it is remarkably good value. The motor develops 1½hp, and is made be that reputed firm the Fabriques Nationale, Belgium. It is fitted in a vertical position in the large panel of the frame, and drives by a round belt on to the back wheel pulley. An outside fly wheel and De Dion contact breaker are fitted. The coil and accumulator—which, by the way, is a new and highly efficient French make—are carried in a neat case hung from the top tube. The petrol supply is kept in a cylindrical tank mounted on the handlebar, and feeds the motor through an indiarubber tube to the mixing chamber combined in the inlet valve. Regulation is effected by a needle valve on the petrol supply and the spark advance lever. There seems to be plenty of power in the motor, and the total weight is 60lb.”

IF MATCHLESS (which was now fitted with a 2¾hp MMC engine) was making Woolwich famous, the De Dion-engined BAT would do the same for Penge. BAT’s Model No 1 used a 2¾hp De Dion. Did BAT stand for ‘best after test’? That was the firm’s slogan but, more prosaically, the founder was Samuel Batson.

HAVING FINALLY put the Holden into production, Harry Lawson’s Motor Traction Co launched an optimistic ad campaign claiming: “1902 will be a motor bicycle year”. It was indeed, but not theirs. Few pioneers wanted the heavyweight obsolete fours and production ceased.

DEBUT OF THE Stanley Steamer car; two years later the Stanley Rocket set a world record of 128mph.

ERNEST H ARNOTT, Captain of the MCC, was the first rider to complete a timed Land’s End-John o’ Groats run, in 65hr 45min, on a 2hp Werner. Following the run he noted: “I do not think that anyone who has not been over this route can have any idea of the difficulties of the road. I certainly expected to find the ride less trying than it proved. The journey includes, I suppose, some of the steepest hills and the roughest roads in the two countries traversed. It is a certainty that no more severe or practical test could be undergone, and the new type Werner has added one more to the long list of honours which it has already secured.” His epic ride went a long way towards ending the perception that the motor cycle was a toy; Motor Cycling said: “We have pleasure in devoting considerable space to Mr Arnott’s interesting account of his excellent, motor ride, believing that performances of this kind accomplished on standard machines as offered to the public are of the greatest value showing as they do the capabilities of the motor-bicycle for practical purposes.”

“LAND’S END TO JOHN O’ GROAT’S inside three days—It is almost impossible for anyone who has not been over the course to really appreciate all that is conveyed in the sentence that stands at the head of this paragraph. Eight hundred and eighty-eight miles at top speed; opportunities for rest very few; for sleep, very little; hills, numerous, long and steep rains at all sorts of times in the Highlands; roads as bad as they well could be in many places; the worry and the anxiety of the trial—all these things are enough to try the hardiest, to quench the ambitions of the most strenuous of record breakers. They have been the undoing of many a rider in the past, and, so far, few motor vehicles indeed have essayed the journey, and (fewer—greatly fewer—is the number which have succeeded in travelling from End to End. GP Mills [a champion pedal cyclist] was the most wonderful man on this record up to the time when he practically put an end to all attempts by going through in 3 days 5hr 49min. A marvellous ride that, simply marvellous; and on that last seemingly interminable stretch, the greatest battle was not with time, nor with roads, nor with weather, but with sleep. The motor vehicle brings new conditions with it.. The physical fatigue is, maybe, less, but brain fag is greater, and there is not the action of pedalling to help the rider in his fight with the desire to sleep. Of the motorists who have been over this route, none had succeeded in equalling GP Mills’s time until the beginning of last week, when JW Stocks, on an 8hp De Dion Bouton car, and Ernest H Arnott, on a 1¾hp Werner motor-bicycle started from Land’s End in the early hours of Sunday morning. Stocks accomplished the distance in 2 days 14hr 25min, and Arnott in 2 days 17hr 45min. Stocks had a few hours’ sleep on the first evening, but thereafter he went right through without further rest for over 38 hours. Arnott on the other hand, snatched a few hours’ sleep; but as 3am was the accepted hour for starting each day, the rest was by no means adequate. From the De Dion car and from JW Stocks a successful performance might have been expected, because we have now reached that stage of development in which confidence in the machine and mechanism has been established. But even the most sanguine would consider that, for a motor-cycle and a motorcyclist, the tasks—over those fearfully rough roads and through those pitiless rains—would be almost too much. All the more, then, to the credit of EH Arnott and to his Werner for accomplishing it. The excellent impression created by this machine in the Paris-Vienna race is confirmed in the Land’s End to John-o,Groat’s ride. A performance such as this is, to our mind, worth fifty of a fast five miles on a racing track by a freak machine. It proves something; it teaches us that the motorcycle is not a toy; that it is a really sound practical vehicle, full of capacity and full of possibilities. It also proves this, that although the Holbeins, the Mills, an the Shorlands of one decade have left the sphere of cycle records, the next decade has its Bucquets and its Arnotts, and their influence for good, especially upon a sport and industry so young as is motor cycling, is undoubted.” For a comprehensive review of the End-to-End, six-day and coastal record record rides, including Arnott’s account of his run, check out the 1911 Features section.

THE MCC ARRANGED a weekend run from London to Brighton and extended an invitation to all motor cyclists to join them. Only about a dozen bikes made the trek but this event deserves its footnote in history as the first club run.

THE ADOPTION OF A really simple and efficient two-speed gear to the motor-bicycle Is undoubtedly a much to be desired feature, and at the present time a good deal of experimenting is being done in this direction…The power developed by small internal combustion engines is largely determined by the rate of speed at which they run, and below a certain point the power is by no means directly proportionate to the speed. Now the problem arises as to whether the weight of the motor-bicycle must be increased as a result of fitting larger motors to get the power for hills, or retain the small dimensioned motor of 1½hp and fit a two-speed gear. The average rider of a 1½hp motor. bicycle is, as a rule, satisfied with its running on moderate roads, but now and again hills are met with that even hard pedalling will not suffice to get the machine up; this is simply because the speed of the motor drops below the critical point, at which point the power falls off rapidly. This is where the two-speed gear will score, viz, by allowing the motor itself to run at constant speed and always develop its maximum power.”

CLARENDON, JAMES, Quadrant, Bradbury, Rex, New Hudson and Phoenix were among British manufacturers to follow the New Werner’s lead by mounting their engines vertically at the bottom of the frame. Ditto Continentals such as Peugeot, FN and NSU. Light Motors produced a lightweight clip-on engine.

TEMPLE PRESS launched Motor Cycling and Motoring magazine (the first issue, produced by the staff of Cycling, was dated 12 February). After a few months the new magazine reduced its motor cycling content to concentrate on cars but Motor Cycling would return in 1909.

Here are a few images from the launch issue of the world’s first motor cycle magazine.

The foregoing excerpts were culled from the 50th anniversary issue of the Green ‘Un (discovered by chance at a Kempton Park autojumble). Since then, as you might have read in the site’s blog, I’ve invested my children’s inheritance in the four volumes of Motor Cycling covering 1902-4 (Sorry Harry, sorry Katy). As I work through the volumes I’ll be moving these pics and placing them in context but will no doubt be anomolies—as always, this timeline is a work in progress. Let’s get started, with the original masthead and the first words of the first issue of the first volume…

“IN DISCUSSING THE MANY DETAILS of a new paper the primary point is, or should be, a serious and lengthy consideration of the problem—Is it wanted? This all important question has received the most careful attention of those who are responsible for the production of No 1 of Motor Cycling, and we are firmly convinced that this, the first attempt at a journal specially devoted to motor cycling, is fully warranted by present conditions and. future prospects. To ensure success for a new paper, there must be good reasons for starting it. The reasons for starting Motor Cycling are many. In the first place, great interest is being taken in the new movement by the public. This is proved by the fact that the readers of Cycling placed the motor bicycle at the head of a list of desirable innovations and gave it a good majority. At the two bicycle shows, the interest in motor bicycles thoroughly justified the voice of Cycling’s readers, and since the shows the public interest in motor bicycles has been daily increasing. It is not necessary to go far in search of a reason for this interest. In the motor bicycle we have the cheapest. handiest, lightest and simplest power-propelled vehicle that has yet been introduced. The majority of cyclists have followed the motor movement from its inception, and wherever motor events take place one will always find present the inevitable little crowd of interested cyclists. To many thousands of riders of cycles the luxurious motor car is a forbidden pleasure on account of its prime cost, and the expense of maintenance. But in the motor bicycle the cyclist has a vehicle that particularly appeals to his fancy, and his pocket. It is a machine he can ride and drive at once; it is a vehicle he can keep in the house like an ordinary safety bicycle, and he can always get home on it should anything by chance go wrong. In a word, the motor bicycle will introduce the pleasures of moting to thousands of cyclists who would never otherwise be able to participate in the new pastime; and it is safe to assume that at the present time some thousands of riders of ordinary bicycles will he interested in the development of the motor bicycle. With all these facts in mind it was not difficult to foresee a very considerable development in the motor cycle and in motor cycling, and we were brought face to face with a full realisation of the fact that we could not possibly devote the necessary space in Cycling in which to deal adequately with such an important and such an expansive subject as motor cycling, without a considerable, and, in our opinion, an unjustifiable encroachment upon space that should be rightfully devoted to other purposes in the interests of the cyclist. A full consideration of all these points decided as that if the subject was worth dealing with at al1, it was worth dealing with thoroughly. If this movement is capable of such rapid development as we firmly believe it to be, some steps should be immediately taken to provide for its its immediate and future expansion, and we unhesitatingly decided to provide such means at the outset by launching this journal, the principal objects of which will be: To closely watch the interests of motor cyclists; To encourage motor cycling as a pastime; To be first out with illustrated motor cycling news; To describe and boldly illustrate the latest new inventions in connection with the motor cycle; To further the motor cycling movement by every means in our power; To advance the interests of the motor cycling industry. To these objects we shall devote ourselves assiduously, and with the co-operation of our readers, which we cordially solicit, we hope to make Motor Cycling thoroughly useful, entertaining and consistently interesting. There is one point we must particularly emphasise—that Motor Cycling will be absolutely unfettered in its opinion and in its policy. We shall not hesitate to speak out when speaking out is necessary in the interests of sport, pastime, or trade, anti the cause of the motor cyclist will always be our first consideration. Six short weeks ago the first announcement concerning this publication made its appearance. It has been a busy time, but there were several reasons why briskness was necessary, not the least of which was the impending opening of the Crystal Palace Exhibition and the importance of dealing with the exhibits in an adequate manner in the early issues of a journal devoted specially to the new pastime. Motor Cycling now awaits the result of our readers’ careful scrutiny and candid criticism. Is its existence justified? At the outset we stated that the subject of motor cycling could not be adequately dealt with except by means of a special publication, and we venture to assert that the matter appearing in this issue is in itself proof of our assertion; indeed, but our difficulty has not been one of finding sufficient ‘copy’, but of finding sufficient room. Even at this early stage our pigeon-holes are well occupied by a great variety of striking articles, for which it is quite impossible to find space in this issue. It has been our endeavour to obtain the views and opinions of not only the best known authorities upon our particular subject, but also to bring to the front talent which we felt confident was hiding its light under a bushel and which would be fresh and welcome to us all. It is our intention to give every encouragement to expressions of opinion from every possible quarter, for. dealing as we are with a subject comparatively strange to all, we feel that a common expression of views and ideas will be the quickest and soundest manner in which the movement can be advanced. The motor cycle is in its infancy, but we arc sure that when the cycle mechanics and amateur enthusiasts of this country settle down to the subject, improvements will be rapid and new ideas plentiful. We think it will be admitted that our advertisements give ample evidence that such an industry is already established; had there been more time at our disposal this evidence would have bean considerably stronger, but when we state that no single announcement has been received upon any other terms than those of strict business character, the amount of work involved will perhaps be appreciated. We wish to state plainly that the existence of this publication will not be dependent upon charitable or even friendly support in its advertisement department, but, like its predecessor, will rely entirety upon its merits, and the prospect of being able to bring sound business results to those whom it will always be a pleasure call our clients, but with whom business relationship will be one of mutual advantage. We are now content to leave the diagnosis of our case in the hands of our friends many of whom have already rendered us valuable assistance, and to whom we accord our heartiest thanks.”

The first feature in that first issue was the first a three-part review of motor cycle evolution, including “some motor bicycle history which goes to show that motor bicycles were engaging the attention of inventors so far back as 1781…” You’ll find Daimler’s 1885 Einspur and the 1895 Hildebrand & Wolflmuller which already appear in this timelines, as well as many forgotten pioneers with external and internal-combustion power. It was introduced as “some motor cycle history, and some personal experiences—by Anthony Westlake”.You really couldn’t ask for a better introduction to the state of the motor cycling nation. Over to you, Tony.

“IN GIVING SOME EXPERIENCES and descriptions of many motor cycles, my mind is inadvertently led back to reflect upon numerous men who essayed, even in bygone centuries, to make mechanical locomotion a practical thing; and now that this is with us in all its present force, the somewhat crude and cumbersome efforts of those anachronic geniuses have a strange pathos about them. To me they appeal strongly as my own early mechanical dreams were all in this direction, and I made many early efforts to realise them, which circumstance brings me to my first experience in motor matters, due to a fractured back hub on my safety in 1891. A friendly engineer on a traction engine entered into consultation, and finally volunteered a lift to within a quarter of a mile of my destination. The acquaintance afterwards

ripened, and my progression in the art of driving increased until one day I managed with some adroitness to place the machine partly on its side in a ditch. I will draw a veil over the sequel, for with a maximum speed of nearly five miles an hour, and the now nearly-universal wheel steering, it was a wild and thrilling time; and so now, with middle age coming upon me, and my 1902 racer (with a steady plod of fifty miles or so) in view, I settle down to a quiet and respectable view of life. But allons a nos moutons, or perhaps more correctly a nos velos. My personal interest in motor power applied to bicycles was of even earlier birth At the French Exhibition of 1878 there was exhibited a steam motor bicycle, the invention of a Swiss mechanic, whose name I quite forget and which I have been unable, for the present, to obtain. I give a rough drawing (No 2) from memory of this machine. The wheels were of hickory, with iron tyres, which had been superseded by the suspension wire-wheel in England some years before the date of which I speak. I have no knowledge of any records made on this machine, the boiler, according to my impression, being too small for any ride longer than 100 yards. In appearance it suggested a wild caricature of the Holden motor bicycle, which most of us I think know by sight. The engine drove direct on to a pair of cranks attached to a small back wheel above which the boiler was placed, the rider sitting in the ordinary position common to the bicycles of those days. But a century previous

to this masterpiece (1781), Murdock, Watts’ foreman, had designed and constructed a small road carriage, or rather tricycle. See footnote. Small as the model was (I append sketch and dimensions), it proved however, from the mechanical point of view highly successful, for on one of its trials, made in the evening, on the road in front of Murdock’s cottage, it literally ran away from its inventor, and charged down the street at twelve miles an hour, scattering fire cinders, steam, and the villagers in all directions; the last-named fled shrieking that ‘Satan was unchained again. It ended its comet-like flight in the horse-pond, and its inventor nearly followed it. Murdock, under Watts’ persuasion, very reluctantly abandoned his motoring ideas. Apropos of Watt, a warning to inventors. When first designed, his engine and its piston and mechanism for transforming rectilinear into circular motion by means of the crank (before then never used in conjunction with steam and so constituted a valuable patent) being much elated with

his success he walked down to the village inn, and there, in the presence of the elite of the place, proceeded to explain with accuracy his most recent idea, by the simple expedient of dipping his finger in his mug of beer; and tracing with this medium on the counter an outline of the invention before all beholders. or beer-holders. Amongst the company was a smart gentleman from London, named James Pickard, who, recognising the importance and value of the invention, immediately returned thereto, and filed the patent before poor Watt had a chance to do so. This same person actually sued Watt for infringement and Royalty on what was really Watt’s invention. However Watt immediately designed the sun and planet motion (geared facile movement) and thus evaded this imposition. The foregoing, however apparently irrelevant to my subject, is in reality most pertinent, as the crank and piston are the common foundation of nearly all motors. However, to continue to relate these almost forgotten incidents in connection with the subject would be to risk running into many volumes, so I will proceed at once to deal with the petrol motor, the advent of which heralded the first tangible progress in our movement. In 1885, Herr Otto. Daimler made his now famous motor-bicycle, with which most of us are familiar. The object of this construction was not to supply a practical vehicle so much as to provide a means of obtaining reliable data for the construction of other carriages. This machine (Fig 4) of Daimler had a most important effect, however, as De Dion, a little subsequent to this period, had experimented with steam with such disappointing results that he abandoned hopes of success but finally in 1895, or thereabouts, he practically took Daimler’s engine en masse (see Fig 3), and attached it to the back of a tricycle. I append a drawing of Daimler’s early engine. The original drawing appears in a most valuable work on motors, Petroleum and Benzine Motoren, by G Lieckfield, Munich, 1894, unfortunately published only in the German language. On reference to the drawing of Daimler’s engine, it will be seen that great resemblance between it and a sectional drawing of De Dion’s motor, even down to the valve arrangements and the enclosed flywheels (afterwards abandoned by Daimler), the only difference being that De Dion’s engine was entirely air cooled. How ever, this was a huge step in advance, for in the Paris Toulouse races in 1897, and many others, the tricycles easily beat the cars of that period. De Dion also constructed a motor bicycle about this time. He placed his tricycle engine just behind the bottom bracket, and drove from engine to back wheel by a

train of pinions. One of these machines I know for certain came to England, and I believe that Mr FW Baily, Hon Secretary of the English Motor Car Club, had some amusement with it—principally in railway trains. Contemporary with De Dion’s invention was the Hildebrand-Wolfmuller bicycle (Fig. 5). This came into being in 1895. One in the hands of Mr New was brought to England in 1896, and did some time tests and raced against a well-known cyclist on the CP [Crystal Palace] track. This machine achieved a speed of some 27 miles an hour on level ground, but its great faults were its slipping propensities and its lack of ability to climb hills. It came to grief on the track, owing, I believe, to the locking of the steering head, which caused it to charge the railings through which it passed in great style It afterwards appeared at the great opening motor car run to Brighton in November, 1896, but it did not cover much of the distance. I made its direct acquaintance in 1897, while on a visit to the Continent. Our intimacy was not of long duration. Being placed carefully in the saddle, and having got the control by means of the throttle and mixture, I went off in grand form at about 20 miles an hour. I felt very imposing indeed but suddenly became aware that there was a crossing some ten yards in front, and a large railway van just turning the corner. There was little time for reflection. In a second I realised that I could not get through, and in less time than it takes to relate pictured myself under the wheels of that van. My impulse was to swing the front wheel at right angles to the frame with the result that the machine and I came down at once—about four feet from the van—with a crash that resembled the discharge of a cartload of fire-irons. As I lay prostrate I saw my friend rushing up the road, swinging. his arms about wildly and shouting ‘Put out the lamps! Put out the lamps!’ As the machine was fitted with the tube ignition, the danger of the petrol firing can be understood. However, nothing happened in the way of an illumination, and I considered that I had got off cheaply with a cut knee and damaged hand. These I immediately dressed with petrol—a useful tip in such cases. The machine was absolutely uninjured. Apropos of the Wolfmuller bicycle, it is well to mention that this was perhaps the first practical motor-bicycle. The engine was water-cooled. The water reservoir took the form of a mudguard for the back wheel, the tank and carburetter (surface type) being placed on the fore part of the frame, and the foot plates in the place usually occupied by the crank bracket. Pedal-gear there was none. The gear for valves was actuated by a small ball-bearing eccentric placed on the back axle. Large India rubber straps were attached to the big end of the connecting rod and cylinder to assist in overcoming the compression. As the outward stroke of the piston extended these, they, in returning,

on the inward stroke exerted considerable force. A marked peculiarity of this machine was a funny tapping sound made by the carburetter. This was due to the two little non-return valves which served as air inlets. I have often wondered that this small feature has not been copied, for anybody who has placed his hand to the air intake of a carburetter when the engine is running will have felt the force of the ‘blow back’, and will be able to appreciate the economy which such an arrangement, if efficient, will bring about. Wolfmuller also constructed a tandem with four cylinders, arranged almost exactly as in the Holden engine, but it was not a success, chiefly owing to ignition troubles. In fact, for the first two years of its existence, the Wolfmuller bade fair to be a failure owing to this defect. I have a relic of the tandem in the shape of two of its cylinder covers fitted with two separate insulated plugs in each head, their points converging to parking distance. This machine was first fitted with the electrical ignition, but their system being faulty, lamps and tubes were substituted. These gave endless trouble, blowing out, going out, flaring, irregularly firing, etc, until, in 1895, I believe, Dr Ganz, of Frankfurt, brought out his improved pressure-fed burner. In 1897, Dr Ganz employed an engineer named Baur to ride his Wolfmuller so fitted in the Paris-Dieppe race (the first Gordon-Bennett). He duly competed, and would, in my opinion, have undoubtedly won this race, for the road suited the now vastly improved machine admirably, but unfortunately by an oversight Baur had forgotten to close the drain tap of the water tank before starting, and only became aware that something was radically wrong when his engine was nearly red hot. Not being able to speak a word of French, he had much trouble in explaining his wants to the peasants at the auberge at which he stopped in the anticipation of procuring the necessary water. At length he obtained what he required and resumed his

journey. Presently ominous sounds from the engine betokened more trouble. Dismounting he found it once more almost red hot, and the water tank again empty. At this juncture he thought of looking at the drain cock, which, of course, he found wide open. A horse pond being handy, he filled up and started again, and all seemed right. But not for long. His engine began to lose power in a remarkable manner, and upon examining his lubricators he found them empty. He had used the lubricant too lavishly on the cylinders before finding out the true cause of their over-heated condition. Managing to obtain some salad oil, he filled up with it and essayed to continue. As one may imagine, salad oil did not prove to be a very good lubricating medium, and owing to continual back firing Baur eventually abandoned the contest at Amiens. Another machine (see Fig 6), I might say an attempt to rival the Wolfmuller, appeared during 1896, made by Heigel-Weguelin, also a Munich firm. This machine was fitted with one large air-cooled cylinder, which occupied the position of the down tube from the head to the bracket, and drove a bevel gear therein which was continued to the back hub. The cylinder was 4in bore and with a 4in stroke, and was furnished with magneto-dynamic ignition. This cylinder, which I have still, is another interesting relic. This last-mentioned machine never achieved great notoriety, although one was to be seen about the streets of London a year or two ago. In common with the Wolfmuller machine it was a bad hill climber. The Pennington bicycle appeared at the CP cycle show in 1898. This was a somewhat similar arrangement to the Wolfmuller, only the cylinders were horizontal and reversed in their position, the heads pointing back and driving forward on to a pair of direct cranks. There were no ribs or other cooling device for these cylinders, which were fashioned from steel tube. Electrical ignition was fitted, but I never heard of this machine being at all practically ridden, it being one of those attempts to take an ordinary safety and gum an engine to it. However, it did have pedals, and was thus a true motor bicycle. At the same show I saw a small steam engine and boiler placed on a safety, the boiler in front of the handle-bar on a bracket, and a long-stroke single cylinder driving directly on to pedal gear. It was too small to be practical, although the intention was good. Major Holden’s bicycle was also shown in an incomplete state on the Crypto stand at this same exhibition. And now, I think, we may close the description of .these incomplete evolutions of the past, and come to the era of the really practical development of the modern motor bicycle. In mentioning the advent of the practical motor bicycle in the foregoing, it is well to state that actually the two periods, as we may call them, overlap considerably. The early efforts were, almost without exception, aimed at direct driving with comparatively slow speed engines. This as a rule involves a heavier machine in proportion to power given off; in the development of steam engines exactly the same transition took place. For example, compare the dimensions of engine of a 30-knot torpedo boat destroyer of 5,000hp with 2,000 or 3,000hp Atlantic liners of 40 years ago. It will be found that the latter weighed about as much as the former and occupied corresponding space—the difference laying in this: Forty years ago men were content with engines running 30 to 60 revolutions per minute, and used 50-lb pressure; to-day 300 to 600 revolutions and 200lb pressure are the rule. Although there are wide differences between steam and petrol engines, yet this rule to some degree holds good that the power of an engine to a large extent depends on the number of impulses given to a piston in a given time; thus in petrol engines, take a machine having 4 cylinders of 3-inch bore and stroke running at 500 revolutions per minute—it will give off approximately the same power as an engine having one cylinder of same dimensions running at 2,000 revolutions per minute; the number of impulses in both cases per minute are the same. Of course, the higher speed engine probably does not get the full charge of mixture each turn and has more resistance to the exhaust, and its power is correspondingly slightly less, but as it is, perhaps, about ⅓ to ½ the weight, its advantages to self-propelled vehicles are at once obvious and its chances of going wrong are also diminished; also the internal friction of moving parts is less. These theories have been more than borne out in actual practice, for it was found that the high-speed engine was not only a better hill climber, but that its range of control was also far larger; there are practical reasons for that which we shall, perhaps, enter into at a later date. Daimler, curiously enough, showed his grasp of the practical side of the question in 1885, for his bicycle engine was of the high-speed, geared-down, type. As I have shown, up to 1898 men still tried to perfect direct driving, and indeed, in the Holden, it is continued to the present day. The latter is certainly a masterpiece of design for this type, and may prove very successful, but I fear its weight is much against it, together with one or two essential points which my experience has shown me a motor bicycle should have. The first practical motor bicycles were without doubt the inventions, one in Paris of Werner Freres, the other in Munich by Alexander Bluhm; both machines were produced almost at exactly the same date during 1897. I illustrate the first machine as made by Werners, which differed from the later type in having outside fly-wheels, and outside bearing for front wheel. The driving pulley also placed outside the forks, was really a hollow rim and small wheel, built on a sort of secondary hub as a prolongation of the front wheel spindle. A reference to the drawing will make this clear. It was also fitted with tube and lamp ignition as were all the early De Dion machines. The first Bluhm bicycle was a tandem (see drawing), and was remarkably effective, as it was a fair hill climber and attained a speed on the track of over 45 kilometres an hour (about 30 miles). It was chain driven, weighed about 150lb, and had a method of running the engine free, and curiously enough, in view of later developments, ignited its charge by means of an automatic catyaplatinum system, which was started by means of an electric current. Only the front rider had pedals, and these were mainly for starting the engine. The back passenger had foot rests only. The engine had a bore of 70mm with a stroke of 70mm, and was geared to back wheel at 5 to 1. It was designed to run at a speed of 1,200 revolutions per minute. This engine drove a small sprocket wheel, geared to a larger one by a short chain; on the axle of large sprocket was a chain wheel which transmitted the drive to back wheel. This axle also carried the chain wheel (which was fitted with a direct clutch) by which the power for starting engine was conveyed from the front rider’s pedals. A reference to the drawing should make this quite clear. This motor bicycle is still extant, and was running up to a short time ago, but I have not much news of it lately. It survived most of the early Werners and should be of great interest to latter day motor bicycle designers who, perhaps, fancy they have done something new in designing a machine chain driven and started with overrunning clutches. The next machine which was designed by Bluhm has a great interest for me, as I have ridden it the greater part of the last three years, and is undoubtedly one of the oldest practical motor bicycles running, but a faulty casting (aluminium crank case) has developed defects which necessitate its retirement to some museum. This machine differs from the tandem in some important details. The engine (size, 65mm bore, 70mm stroke), instead of being connected by a chain to a large sprocket wheel, a toothed pinion took the place of the latter, and the engine axle had a small pinion in mesh with this, the axle in the large pinion was hollow and through it passed, running on ball bearings, the pedal axle; this, on the opposite side to pinion, had a sprocket wheel in connection by chain with back hub, and free wheel, the pedal axle could be connected or disconnected with the large pinion axle at will in order to start engine, or to pedal the machine as a simple bicycle. The large toothed pinion had also a chain wheel on it driving a chain on the other side of back hub, also fitted with free wheel clutch, this latter was found absolutely necessary, to prevent chain breaking if engine back-fired. I show a diagram of engine and its arrangements; by-the-bye, it is well to mention this machine had electric ignition, the contact breaker of which was fitted on large pinion axle. I have derived

a great deal of pleasure from this machine and it was very reliable, as I had fitted it with a 2-gallon petrol tank and large lubricating oil reservoir, I could take fairly long journeys, my longest day’s ride was 140 miles, starting 11am and finishing 7 to the evening, with two stops for personal refreshment. The machine could always average about 25 an hour over give-and-take roads, and owing to the pedalling gear being 84, I could assist the average of my mount up hill very materially and found it most exhilarating to do so. I never had an actual side-slip with this motor, but I came off once owing to trying to take a slippery corner at top speed. The whole concern simply slithered about 10 yards sideways and then lay down very suddenly indeed, so to speak. I rode home some 20 miles, later, which shows there wasn’t much harm done. On another occasion I put on the first brake too suddenly on a very wet road, downhill; the front wheel simply locked, skidded, and once more ‘took the floor in style’. Result: broken pedal and a lost temper. However the things and opinions I expressed to myself about myself on that occasion have so impressed me that I have not repeated the performance since. I consider that both these falls really resulted from the weight of machine (some 140lb), and the large-diameter smooth tyres I used. I then fixed oat bands with most satisfactory results. It may be of general interest for motor cyclists to learn that Mons Bluhm has lately designed a new type of machine, somewhat on the old lines but much simplified and lightened. This machine will be exhibited in the Automobile Club show at the Agricultural Hall in April-May. Although I have full particulars at hand, I am most unfortunately precluded from giving them as foreign patents are pending. The above machine was also made as a tricycle with no alteration to engine at all, simply a back bridge and balance gear in place of hub. I have ridden it a good deal in this form and it had some distinct advantages over the De Dion type. I may mention the chain drive as fitted was perfectly satisfactory, a ¼ inch racing chain lasted for two years, ie from 1898 to 1900, since that date two other chains have been used, and machine is still as fit as new. The same sparking plug has been in use the whole time and is as efficient as ever. I am ready to satisfy anybody who may require further information on above points, but I think they nearly constitute a record. And once more to retrace our steps a little. In the autumn. of ’98 I had a good deal of experience of the early Werner. I was staying near Ostend at that time, and there is a lovely kind of Parade (commonly called ‘La Digue’), about 3 miles long, and after that continuing on a sort of brick footpath to Middle-kerke, about 8 miles in all. It made a capital practice ground for my early experiments, in which I gained a lot of information about the effect of a strong sea breeze on tube and lamp ignition. The great advantage of this machine was that, when I was tired of playing at ‘motors’ with it, I could take the belt off and it wasn’t much worse than an ordinary bicycle. Under favourable conditions one could get nearly 20 miles an hour out of it. The chief troubles were due to the carburetter, and the very exposed position of the ignition lamp. Regarded as the foundation of a large class or division of motor bicycle, it is full of interest, for the only difference between the frame and ordinary safety lay in the front forks, and I regard it as the first practical attempt to convert any usual form of bicycle into a motor propelled machine; for there are, to my mind, three broad classes or divisions between modern motor bicycles, ie (1) Motors made or fitted to any ordinary pattern frame; (2) A frame built to take in an ordinary pattern motor as De Dion; (3) A machine in which both frame and motor are specially designed each to suit the other’s essential requirements. The latter is undoubtedly what the 1902 pattern has come to, which shows that attempts to make a motor in order to convert any bicycle into a motor driven one are bound to be superseded by the more perfect combination designed for the altered conditions of traction which attain when a motor does the principal part of the propelling. A machine belonging to the second category appeared in ’99. known as the Shaw, made by Shaw & Sons of Crawley. It had

an ordinary 2¼ or 2¾hp De Dion motor built in just behind the crank bracket; when it first appeared it had no pedals and was chain driven, absolutely rigidly, and was started by running the machine along till the engine chose to chip in. There was evidently a good deal in the machine that was commendable, as I have an acquaintance who has always. sworn by it, and has ridden one consistently for some two years. The great drawback to the early type was undoubtedly the liability of the chain to break (which it used to do pretty often). This was, no doubt, occasioned by the back pinion being a fixed, instead of a free wheel, as in the Bluhm; but, of course, if Shaw had used a free wheel he would have had to arrange for some other method of starting the engine than the method named. But the difficulty has been apparently avoided by substituting a belt instead of a chain and attaching pedalling gear on other side. The little experience I had of this machine showed it to be very fast and powerful ‘climber’. Another machine belonging to type 2 will be shown. at Fig X. It was of French origin and I came across my first example of it at Easter ’99, in the town of Ghent, Belgium a 2¼ De Dion motor was placed transversely just in front of bottom bracket, which had no pedals but only rests for the-feet. The engine shaft was continued by a long shaft having a universal joint at the engine end and a bevel gear at the back hub. This machine ran fairly well however, but during the short trip I made on it, the engine knocked off work three times in 100 yards, owing to defective carburetter. Anyone who knows the streets of Ghent and Rue Neuf, St Pierre, where this little episode took place, can easily place credence on that statement. I do not know if the machine is still made, indeed I forget its very name, but it seemed to me an attempt to carry light voiturette practice into bicycle work, but it is of interest, as it is the second instance we come to in which a bevel gear for driving is employed. Heigel Weguelin being the first. From ’99 to 1900 the movement made a very sudden jump and I fancy that no less than 20 new designs appeared during this period, the best known of which being perhaps the Minerva. It would be tedious to go into details of most of these as descriptions have appeared at one time and another during the past 18 months. The ‘Automotor Journal’ came out with a very complete list with descriptions and diagrams about a year ago. Generally speaking it struck me that those which were original were absurd for their purpose and those that weren’t were copies or variations of the Minerva and Werner types. Sir Hiram Maxim, of flying machine and quick firing gun fame, had a little flutter at motor cycle design in latter part of ’99; in connection with which he took out some patents, in which he states his aim was to attain simplicity of construction and working. The machine was not exactly a bicycle or a tricycle, inasmuch as it had two driving wheels at the rear placed about one foot apart and keyed rigidly on a cranked axle. This latter was driven by a very large two-stroke petrol motor; a two-stroke motor is more or less an idiomatic term for an internal combustion engine obtaining an impulse or explosion for each revolution. I never saw this machine, but it appeared to me a most unpractical design so far as one could judge from the specification and patent drawing; it had no pedals, as may be surmised, and the frame consisted of two huge tubes extending from head to back axle, these tubes formed petrol tanks and beneath was placed the above described cylinder; this machine brings to my mind that late in the eighties or early nineties Messrs. Roots and Venables made a tricycle having a small two-stroke engine connected on to back axle by bevel gear; it was not a direct process, owing to its tendency to back fire or ignite the incoming charge of mixture, due to some incandescent portions of previous exhaust stroke remaining in the cylinder, but I believe it enabled that firm to obtain much useful data, and during its experimental periods it was often to be seen endeavouring to urge its career down High Holborn, long before the motor car Emancipation Act of 1896 was dreamt of. Having now given a brief resume of some little known efforts of the past, let us turn our attention to what has been the more or less direct outcome of these well-meant efforts. I will commence this with a motor tricycle little known in England, though there are a great number running in Germany, known as the ‘Jooss’ pronounced ‘Yoss’. This was designed some three years back by the maker of the Hildebrand-Wolfmuller machine, and was the outcome of his seeing the failure of the slow-speed direct driving engine as applied to motor cycles. It is a somewhat unique machine, inasmuch as it rejoices in the possession of two cylinders working on one crank by a rocking shaft arrangement shown in Fig XIII. The dimensions of cylinders are 55mm bore and 60mm stroke giving, so the makers assert, ⅝bhp at 1,500 revolutions per minute; and it is not intended to run faster than that. Its speed is under favourable conditions, nearly 30 miles an hour (2min 6sec for the mile is the best I have done, timed), and it takes a grade of 1 in 12 very well indeed. The single fly-wheel is outside on the right and of 11 inches diameter, and the driving pulley on the left, the transmission is by an endless plaited square cord and this wears extremely well. I have had one belt running without change for the last year, and it seems good for a bit more yet; a jockey pulley fitted with a ratchet lever is situated so that one can tighten the belt instantaneously. I am inclined to approve of this arrangement, as I find that on the level the machine drives best with the belt just taut; tighter than that slows the machine; up a hill, however, if the engine starts slipping, this can be at once remedied, I have found this machine the most convenient of any I have ridden in traffic as if a block occurs I at once slack off the belt, letting the engine run free; and starting again like a car, by just giving a touch to the lever. This machine has simple magneto-electric ignition, there is no spark advance or retard, control of speed being obtained by varying the mixture and by cutting out. A simple exhaust valve lifter is fitted, and the machine is about the most ‘fool proof’ one I know, and I fancy as the movement stands at present, that this is a most essential qualification. I have never had a side-slip on this machine at all, its weight is 80lb. Birch & Perks’ patent bicycle, as made by the Singer Cycle Co, is another endeavour to obtain extreme simplicity although I cannot honestly say that I think the interior of the wheel is the place for a motor. But of course time will enlighten us more on this point. The engine is the best finished and made that I have seen, which might be expected from the standing and reputation of the above makers. Of the Minerva type of machine, I think this may prove to be the nucleus, as it were, of an immense development, but as it stands and is generally made it is rather heavy and, to my mind, underpowered. I may mention that I have certain information that in France machines are already being made with cylinders 75mm by 75mm weighing from 60 to 80lb. This, my experiences teach me, is what will be more sought after shortly. No matter how good an engine is, then are times when it will not give off its best, perhaps bad petrol, a weak battery, unfavourable climatic conditions, &c, and I do not think 50% too large a margin of power to allow for these eventualities, as one can double the power of the engine by adding perhaps 10lb to the weight of it. I, for one, approve most strongly of any attempt to make a serviceable roadster weighing not more than 90lb, with the greatest possible engine power consistent with the proper construction and proportions of the rest of the machine for speed. The gearing of engine can be altered to suit the part of the country the machine is required for, and hill-climbing power is always there without the expense and trouble of two speed gears. It is better to increase the power of the engine than to add any further mechanism to it. Of course these modern machines are far too familiar to most of us to need any detailed description here; but there are one or two I should like to mention—for instance, the Mitchell, an American make. This machine has an

engine 75mm by 75mm, and should be capable of great things, but from a few days’ experience of it the following points struck me: the flywheels were too light, and if I owned one I should add a 9in 10lb extra one to the outside, with pulley attached. The carburetter I do not approve of, though it may in some be unnecessarily heavy; also the silencer. The electrical arrangements could easily, in my opinion, be bettered by using accumulators instead of dry batteries and a more efficient coil, the make-and-break contact is ingenious, but, as in most of this type, the ‘break’ is too slow for a good spark, especially at starting, when it is most wanted. One conclusion forced itself on my mind when riding this machine, which is this, that as the power of the engine is increased the efficiency of a belt to transmit is decreased, and as the engine power undoubtedly will be augmented very much presently, makers will, I think, be wise in studying the perfection of the chain drive. These changes took place in cars, as also the transposing of flywheel from inside a case to the outside of it, and we shall see the same in bicycles, I feel sure. A machine which took my fancy greatly at the late Stanley show was the Petrocyclette

shown by Mr Marriott, the old long-distance rider, now residing at St Albans. It was chain driven and had a friction clutch like a car, forming part of the large single exterior flywheel. This clutch was actuated by a lever on the top tube. The machine was most beautifully made and finished, and Mr Marriott spoke of its reliability and convenience in the highest terms; and as the machine has many points in common with one I had designed just previously to the show, embodying what I thought was required in the machine of the future, it may be imagined that I could heartily agree with him in his commendations. My machine will not be finished for some time yet. The only points that struck, me were that the engine was somewhat small, and its cooling arrangement rather ‘faddy’, in view of the good results attained in far larger engines using simply broad thin ‘Ailettes’ on the cylinder and cover. There were many machines at the same show having chain driving and an overrunning clutch driven by the pedals to start the engine, but in view of a machine I mentioned as being made in ’97 I do not think this is the ideal transmission we are looking for and must have. I will not now indulge in further criticism of modern machines all well known and on their trial, but the following points my study of the question seems to assure me are essential: 1st—A method of putting the engine in and out of gear at will. 2nd—Means of starting and allowing the engine to run whilst machine is at rest. 3rd—Arrangements so that the machine can at once be used if desired; as to such things as carburetters, firing and electrical devices, valves, &c, the best will soon sort themselves out when a definite type of machine is more common, and in these things, as the French say, ‘Chacun a son gout’. I think this form of sport has an immense future before it, as large in its way as the car part of the movement, if not larger. The control over time and space and the exhilarating sense of power, so dear to the heart of the sportsman, have a fascination for myself that words cannot express, and I feel sure it is the same with all those who try it, and who have the patience to learn confidence and control of their engine. I think time will show that the car for old age and comfort and the skeleton single-track machine for speed and youth, will undoubtedly be the two divisions of automobilism. And now that we have really and truly a paper and journal of out own for the latter branch, developments will not be slow in forthcoming. There is no doubt the bicycle or skeleton racers will outstrip the fastest car in point of speed, if men can be found to ride them, but having indicated a future of dazzling proportion for our sport I will leave the imagination of the reader to carry him into it.”

“CANDIDLY SPEAKING, MOTOR CYCLING is the best kind of pastime I have struck yet. And I think at one time or another I have tried them all from Rugby football down to parlour tennis. It used to be claimed for golf that it was the ideal exercise for body and brain—but that was before motor cycling had been invented or become possible. To my mind there is nothing in the world to be compared with motor cycling under favourable conditions and no sense of enjoyment so keen as that to be obtained from travelling along a well surfaced road at anything between ten and twenty miles an hour, bathing in the fresh air and sunshine, with a proper appreciation of surrounding scenery and finding occupation all the time for one’s mind in the working of the motor, trying to get the best result from it under all conditions and learning by sound and almost by instinct the way in which it is working and the best method in which to handle it with that end in view. And then there is that spirit of competition which gives an added relish to our enjoyment; the gradual overtaking and eventual passing of others on the road, whether they be either drivers of horses or well developed and athletic young cyclists of the customary kind. Uphill and down the motor cyclist feels that black care has left his shoulders for ever, and the business worries of yesterday’s workaday world have disappeared. Downhill he flies with exhaust valve open and current switched off to cool the engine and prepare it for the next ascent; and this begun, he sets his legs to work, and with gentle pedalling assists it to the summit. At the end of the run neither his appetite nor his sense of satisfaction is any less keen than they were wont to be ten or twenty years ago after an hour and a half of exciting ‘scrums’ on the football field, a ten mile spin across country at hare and hounds, or a thirty mile ride—or scorch—on bicycles with bootlace tyres of the solid sort and a hard ding-dong at the finish. Dusty he may be; he may have a sense of flies in his eyes and a taste of the same in his throat; but dust and flies are alike easily removed; and during the time in which he has been acquiring them, he has enjoyed every minute of his existence, and the cobwebs that during the week had gathered round his brain have all been blown away. He stables his machine with a feeling of pride, increased rather than diminished by the remarks of the on-lookers at its rarity and virtue, he eats his meal with a relish, and enjoys his subsequent pipe with even more than his customary gusto as he suns himself under the cathedral wall, lies prone in a sunlit meadow or watches the river glide by under the arches of the bridge in the old town to which he has made his pilgrimage. And when shadows begin to lengthen he seeks once more his machine,

carefully overlooks tyres, nuts, sparking and other vital parts, injects a drop or two of paraffin into the cylinder head and sets off in cool of the evening on his homeward way. Thereon the engine working well in the keener air, his way will probably be even pleasanter than before; the setting sun be casting more mellow lights on trees and hills; the workers from the fields, having finished their round of toil, will be devoting the last few hours of the week to rendering their own gardens neat and trim, and will gaze with open-mouthed wonder and good humour at this new invention, the motor cycle. Of such are the delights of motor cycling under its best conditions and in its single form. The single machine, whether bicycle or tricycle, is a selfish instrument ; but the Quadricycle, at no great increase either in capital outlay or in cost of up-keep and motive power, permits the easy carrying of a partner to share with us our joys and sympathies and assist us when skies are unpropitious and breakdowns occur. For it is not always plain sailing; roads are not always good, and the sun does not always shine. Now and again the inevitable sometimes, unfortunately, happens, which may necessitate an hour or two’s work by the road-side, during which we chafe under the cynical comments or kindly meant sympathy of those same rustics who so lately cheered us gaily as we sped along; the hour’s work itself may be in vain, and we may be reduced to the ignoble position of having to call horse and cart to our aid to tow or carry ourselves and our unruly instrument to the nearest town or railway station; or may be recognising the fact that the only thing required to make it go is something we have not with us, we leave the machine to its fate in friendly hands and set off homewards on foot or on a borrowed bicycle.”

Many experienced riders will confess to occasional confusion when it comes to motor cycle electrics. In 1902 experienced riders were few and far between and converts from pushbikes faced a nigh-on vertical learning curve. Motor Cycling was ready and willing to enlighten them.

“MOST OF THE TROUBLES encountered in the running of a motor cycle may generally be traced to some defect in the electrical system adopted for firing the explosive mixture of gas and air in the motor cylinder. The early patterns of the motor bicycle, notably the Werner, were fitted with ‘tube’ ignition. This arrangement was very simple in principle, consisting briefly of a platinum tube kept at a bright red heat by a small spirit blast lamp. This tube was fixed in a chamber attached to the cylinder of the motor, and an arrangement of slides or valves allowed the explosive mixture to come in contact with the red hot tube at the right instant. This system was easily understood by the non-technical. rider and was found reliable and easily kept in order. Its great drawbacks however were (1) the liability of the naked flame to come in contact with the petrol by any means (say in case of a fall) and thus cause an explosion in the carburetter or tank ; (2) the limited range of speed and power obtainable. Both these defects are absent in the electrical

system of ignition now used, its safety and efficiency indeed, being remarkable, but we are now using certain mysterious looking pieces of apparatus and their wire connections, the scientific principles of which the motor cycle novice has only the vaguest idea, consequently he is at a loss how to account for many of the difficulties and is thereby put to expense and inconvenience which could be avoided if he would learn at least the fundamental. principles of the electric ignition system. The object of these articles will be to put these principles before the reader in the simplest possible language, so that, with the aid of diagrams, practical hints and directions, he may able to keep this most important part of the motor bicycle in good order. In this article will be described in detail the system used on motor bicycles of the two main types, viz, the Minerva and the Werner. In fact, we may say that 90% of motor bicycle makers are employing the coil and battery system, in distinction to the few who use the dynamo system. The component parts of the coil and battery system are: (1) The battery which supplies the electrical energy; (2) The coil or transformer which increases the the tension or pressure of the electrical energy; (3) The contact breaker or automatic switch which is worked by the.motor and sends impulses of electrical energy through the coil; (4) The sparking plug which allows the high-pressure electric impulse or current to produce a tiny spark or flame in the explosive mixture and thus ignite it; (5) The main switch on top by which the current is cut off at will by the hand for stopping, and starting the motor; (6) The insulators or protected wires which conduct electrical energy to the desired positions; (7) The ‘timing’ lever attached to the automatic switch or contact breaker, which, to a large extent, regulates the speed and power of the motor. The battery, sometimes termed the accumulator or storage cell, is totally different in construction and principle to the ‘dry’

battery in use on some patterns of tricycles and cars. The general type of storage cell met with consists of a celluloid or vulcanite box, divided into two watertight compartments in each of which are fitted 3 or 5 gridwork plates of lead. The spaces forming the grids are filled in with a paste containing oxide of lead (such a one, for instance, as ordinary red lead. The plates are immersed in a mixture consisting of sulphuric acid (oil of vitriol) and water of a certain strength or proportion. Now, when these plates are connected together in a certain way and a current of electricity from a generator, termed dynamo, is sent through them when immersed in the acid, they extract certain gases composing the acid and accumulate them on their surfaces as it were; this is technically termed electrolysis or decomposition of acid. When the plates have absorbed as much of these gases as possible, the battery is said to be charged, but strictly speaking, not charged with electrical energy but with chemical energy. The store of chemical energy, may, with great ease, be changed back into electricity. This is the operation known as discharging, and when all the chemical energy is used up, no more current can be obtained, therefore the operation charging muss repeated. This method of producing

current for sparking may seem a roundabout one, and a much simpler method in fact is to obtain your current by the burning (in a chemical sense) of the metal zinc as adopted in the ordinary household electric bell system, but this method cannot compare with the accumulator system on the points of reliability and compactness combined with large storage capacity (a most important point in a motor bicycle) and certainty of giving current of a uniform strength at all times. In outward appearance the induction coil or transformer consists of a closed cylindrical case of vulcanite, at the ends of which arc fixed small brass fittings known as terminal screws. Inside the case would be found coils of insulated copper wire, wound over a central ‘core’ or bar formed out of soft iron wires, while in addition is there is a paper and tinfoil arrangement termed a ‘condenser’, which serves an important function. The exact purpose of the coil in the electric system of ignition is to increase the pressure or ‘tension’ of the current, which is supplied by the accumulator, to such a degree that it will be able to jump across a small air space in the form of a spark. Without the aid of the coil it would be necessary to use some hundreds o accumulators connected together to force a current across ¹⁄₁₆ inch even! To understand exactly how the coil increases the pressure involves some considerable a knowledge of electrical theory, but, the non-technical reader might get an idea of the function of the coil by comparing it with the gearing system of an ordinary chain driven cycle. Here the power supplied by the rider’s legs is converted into speed by the process of ‘gearing up’, but there is no actual gain in mechanical energy, in fact power is to a slight extent lost owing to leakage and chain-friction &c, so we may regard the coil as a ‘gearing up’ system between battery and sparking plug. Part of the power supplied is here also lost by the ‘resistance’ or friction of the wire coils through which the current passes. The process by which the transformation of the low pressure of the battery to the high pressure available at the sparking plug takes place, is that known as electro-magnetic induction and is described in good text books on electricity and magnetism. The contact breaker or trembler is a most important detail of the ignition system and forms a part of the motor mechanism. Its function to cause the current to circulate through the coil and stop instantaneously at the exact instant that the explosive mixture in the cylinder is at maximum compression; simultaneously with the stopping of current the spark takes place in the explosive mixture and fires it. The construction of the contact breaker is very simple and efficient in action, and is practically the same arrangement as used by De Dion. On the cam or 2 to 1 shaft of the motor is fixed a base plate of vulcanized fibre. On this is supported a brass pillar and flat steel spring, a V-shaped metal block is fixed to the free end of the spring and engages in a notch on the revolving cam. On the fibre plate is also fixed a brass pillar carrying a screw which is tipped with a tiny bit of the rare metal platinum; this platinum tip presses against a similar one fixed to the lower side of the spring. The reason platinum is used for the ‘contacts’, is because every time the tips separate a small electric arc or flame takes place between them when the motor is working; no other metal but platinum will resist the burning and corrosive effect of this arcing to anything like the same extent. This method of construction is adopted chiefly on motors of the Werner type, but a slightly modified form is used on the Minerva motor, inasmuch as the fibre base is replaced by a light metal one, the contact spring being fixed in -metallic connection with it, and the platinum tipped screw is insulated from. this base by means of a somewhat thin Mica washer dipped under its support. Another distinguishing feature is that instead of the V-block or spring dropping into a slot in the cam disc, a projection on the disc strikes the block and presses the spring contact on to the screw, thus ensuring a perfect ‘make’, the tension of the springs, of course, bringing the points out of contact. Both types of contact breakers are now provided with light metal covers for protection from oil and dust. The ‘timing’ or advance sparking lever is an attachment to the contact breaker, and consists of a simple arrangement of hinges, rods, or levers for moving the contact breaker to various positions of the cam circle. It allows of the spark being produced in the explosive mixture

at various phases of its compression, enabling the speed of the motor to be regulated by the operation of late or early joining. As an example, to obtain the greatest power out of the motor the spark must take place the instant the piston has completed the compression stroke. The sparking plug serves the purpose of conveying the high-tension current into the combustion chamber of the motor and provides a minute air gap for it to jump across in the form of a spark. In construction it consists of a screwed metal socket into which an insulating bush of porcelain or mica is tightly fitted. Through the centre of this bush passes a steel or brass wire ending in a platinum tip where it enters the combustion chamber; this tip almost touches the body of the plug, missing it by about ¹⁄₄₀ inch, and this space forms the sparking gap. The outside end of the plug is threaded and provided with nuts so that the high-tension wire from the coil may be attached. Porcelain or mica are the most suitable materials for sparking plugs owing to their high insulating and heat resisting properties, but glass has also to some extent been used. In most machines the main switch is arranged in one of the handlebar grips, and may be regarded as a tap which controls the electric circuit. The principle of an electric switch is easy to understand, being simply some method of bridging a gap in circuit by a conductor and thus completing it and allowing the current to flow. In addition to the main switch there is generally a second or reserve switch fitted of the plug type (distinguishing it from the handle switch) and this consists of an arrangement for screwing two brass washers into contact. The insulated wires or conductors are of stranded copper covered with indiarubber and prepared tape. The wire carrying the current from coil to plug is more heavily insulated than wires from battery to coil, as the increased pressure needs thicker rubber protection. The position of the coil and battery varies with the type of machine. In the Minerva both are carried in the case fixed in the diamond frame, in the Werner the coil is clipped behind the diagonal or seat tube and the battery is carried in a separate compartment of the petrol tank. Some

American types of motor bicycles have the battery slung or clamped behind the saddle. The positions of contact maker, switches and sparking plug are practically the same in all types. Now, looking at the diagram, it will be seen how the wires are run to the various parts of the system. Starting at the + or some positive pole of battery, a wire goes to one of the primary terminals of the coil, from the other a wire is connected to contact screw of trembler or make and break, and the spring is directly in contact with frame of bicycle—this, of course, conducts the current through handle-bar to the switch where the wire circuit recommences, is broken at plug switch and goes on again to the negative pole of battery. Then the other circuit, which may be regarded as quite independent and not connected with the other one, consists of one thickly insulated wire from the single terminal of coil to sparking plug direct. The other end of secondary coil makes contact through one of the clips to the frame, so that even in this circuit we have a ‘frame’ return. Why is the frame utilized as a conductor? From a purely electrical point of view it would be more correct to adopt an ‘all wire’ circuit throughout. This would entail the use of a more complex design of sparking plug, viz: one with two insulated poles and two thickly insulated wires from coil—which would now have two secondary terminals instead of one; the condenser connections in coil would be different and an extra wire would go to handle-bar switch. So that increased electrical efficiency would entail somewhat of a loss in simplicity of wiring, design of sparking plug, &c, but still it is a fact that this ‘frame’ connection is the cause of a lot of breakdowns owing to short circuits taking place. This frame connection is sometimes termed an ‘earth’ because the bicycle is insulated by the tyres—excepting when wet a partial ‘earth’ is formed. Charging the accumulator. One of the the greatest troubles experienced by the motor cyclist, is: When and how is the battery to be charged? Upon having a store of electrical energy that can be relied on much of the successful running of the motor depends. When the new machine is delivered, the accumulator is supposed to be sent

out with a maximum charge in it. This is really rarely the case, because the battery requires a considerable amount of use in the way of charging and discharging to get it up to full capacity. After the first 100 miles the battery should be recharged. To do this there are several methods—one being to take it to the depot, another one is to get some user of the electric light to allow you to connect it up to one of his lamps in the following manner: Obtain a small fitting called an ‘Adaptor’ from one of the electrical fitting dealers (this costs about 1/6), also a spare lamp holder (2/-) and a few yards of No 18 insulated wire. Make the connections which are clearly shown. The current will then pass through the lamp and battery in ‘series’, and providing you connect the Positive of battery to Positive of supply and leave on for long enough—known by the battery ‘gassing’ strongly—the charging will be very effectively performed. You will require to find out which is the positive wire of the supply (the positive of battery being always marked with a + or painted red). This is a simple matter. Obtain two scraps of sheet lead, clean them bright and place them in a glass or jar so that they touch each other; then pour into the jar some dilute acid (sulphuric, say, out of the battery—but be sure to put it back; then fasten the the wires A and B, one to each lead plate, and switch on the current. In a few minutes the lead plate connected with the positive wire will turn brown and, provided you always put the adaptor into the holder on the same side, this wire will always be positive. Remember, however, that the current supply must be direct and not an alternating one. The third method is perhaps the one that will commend itself to the average motor cyclist, au because by adopting it he is independent of agents (some of whom ask fancy prices for charging), and he can always rely on his

battery being in the best order. The method is the one of charging your accumulator from a good primary battery. This is very easy to construct at home and far more efficient than some advertised with fancy names and prices. The type of battery to make is known as the ‘Fuller bichromate’, which, old as it is, cannot be beaten for giving a strong, steady current for many hours at a stretch. In use there are no fumes given off and no danger from the liquids used. Three cells will be required to charge a 4-volt accumulator, and you will require the following materials to make them: Obtain three half-gallon stone or glass jars (preserve jars will do), three large porous pots, six large-sized carbon plates with terminals attached, three thick zinc plates rather longer than the porous pots and not quite as wide, so as to go inside them easily, also a few yards insulated wire. Then you require a stock of the following chemicals: 3lb Chromic acid powder, 2½lb strong oil of vitriol, 3oz Mercury. These materials are readily obtainable from a large dealer in chemicals and apparatus (a local chemist might get them, but would charge rather more for them); total cost about 12/6. Having obtained them, proceed to solder or rivet a foot of insulated wire to each zinc plate. These require next to be coated with mercury or ‘amalgamated’ thus: Put a few globules of mercury on the surface of zinc, and then dip a small pad of rag into some weak sulphuric acid, rub the mercury over zinc with this and it will adhere, giving it a silvery appearance. Do this thoroughly, leaving no part uncovered. Now put two carbons in each jar and also a porous pot containing a zinc and join them together as shown in the diagram. Dissolve the chromic acid in I½ gallons water and then add 2lb sulphuric, and it will get warm and must cool before using. Put this mixture in outer jar and almost fill porous pots with water, then add 2oz sulphuric to each. To charge the accumulator, connect positive to carbon, negative to zinc and leave on for about 12 to 15 hours or until accumulator ‘gasses’ strongly or the acid appears milky in colour; if you have a voltmeter to test with the two cells should show 4½ volts, or well over 2 volts each when charged. When charging is complete remove porous pots and zincs, till again required (do not leave zinc in the acid). The battery should charge up for about six times before new solutions are wanted. Sometimes the battery will lose its charge on standing for a day or two. This may be due to leakage from terminals, or short circuits inside, due to the vibration of machine loosening a pellet of oxide which falls between the positive and negative plate and conducts the current across, or a plate may have become buckled or distorted and touches its neighbour. These faults are easily detected if your case is made of celluloid. Leakage from terminals is avoided by keeping top of case dry. A good battery will keep its charge for several weeks. Keep the plates covered over with acid of proper strength. Faults at the contact breaker: Misfires are often due to bad contact between platinums; keep these bright and firmly touching; if they burn away rapidly it is probably due to too much current passing, or insufficient capacity in the coil condenser. The first you can put right by connecting ‘8’ of No 20 German silver wire in circuit with accumulator; this will reduce current slightly. The second requires an expert to put it right. Very often a spot of oil splashes on to the platinums, and oil being a non-conductor, breaks the circuit. See that all the wires are clean and firmly screwed to their respective terminals. Defects in the coil: These are very difficult to find, and it is not advisable for the amateur to attempt to take it to pieces. Two things may happen, viz: A broken secondary wire, or internal sparking may take place, due to insulation between windings becoming perforated or from a short circuit. This may be detected by placing the ear to coil case and moving contact breaker with the finger; the snapping of the spark inside will he plainly heard. Keep the secondary terminal well protected with rubber tape. Defects in the wires: A break in one of the wires is quite possible, although the use of stranded wire minimises it to a great extent. You can find it out by connecting the two ends of the wire for an instant to the accumulator. If you get no spark at the terminals on touching, the wire is broken; don’t keep on for more than a second or two, as this test does not improve the battery. The insulation is rather liable to rot in the vicinity of battery terminals, and allowing wire to touch frame or ease makes a short circuit. Wrap them well with pure rubber tape well solutioned together. It is very important that the wire leading to sparking plug be of the highest possible insulation otherwise there is risk of current sparking through on to the frame, as although the coil may not force a spark through it when tested off the plug, yet it will find a weak place in preference to sparking across the compressed gases in combustion chamber. Electrical terms defined: Volts—The unit of pressure or that force which causes current to flow. Amperes—Unit of quantity of current flowing along a wire or strength of current. Conductor—A material which allows a current to along it readily. Insulator—A

material that resists the flow of current. Ampere-Hours—A term applied to denote the ‘holding capacity’ for current of an accumulator, for instance, a 12 ampere-hour battery would supply 1 ampere of current for 12 hours, or ½ ampere for 24 hours, and so on in similar ratio. Discharge rate—Means the quantity of current you may safely take out of a battery. Short Circuit—A path which the current takes in preference to going through the apparatus it is intended to operate. The magnetic system of electric ignition: In our article upon the electrical details of motor bicycles, the descriptions, etc, were confined entirely to the coil-and-battery system of producing a spark for firing the gases in motor cylinder. The electrical energy was first obtained by the consumption of zinc in a battery, or from an electric light supply current; this we converted into chemical energy, and stored it as such in our accumulator, and we were enabled to get back a large percentage of our electrical energy in a very easy and convenient way at will. Highly efficient as this system is, it can hardly be called an ideally simple one, with its puzzling (to the amateur) switches, circuits, coils, and contacts. Electric ignition, in some form or other, being a sine qua non, the question is: Is it possible to adopt another method of producing our electricity equally as efficient, and a great deal simpler in its details ? The answer is—to a large extent—Yes, we can, by adopting the magneto or dynamo methods. The main principle in this method is that of obtaining electricity from mechanical power instead of by chemical means. This is the principle used for producing electric currents on a commercial scale for lighting and motive power. The laws upon which this principle was built up were first enunciated by the great experimenter Faraday, who showed the intimate relation between the electric current and magnetism, and how it was possible to produce an electric current from a magnet, and vice versa. A very easy experiment can be performed by the intelligent motorcyclist himself that will give him a sound notion of this magneto-electric principle; he only requires a small watch or pocket compass needle, a yard of insulated wire, and the battery that works his coil. Let him connect one end of the wire to a terminal of his battery, then hold the compass. underneath so that the needle is in a straight line with it, and with the free end of his wire touch the other terminal for an instant only. The compass needle is at once violently disturbed, showing that the current flowing through the wire influences it strongly. Now if he were to imagine ends of the wire joined together (the battery being removed) and the compass needle disturbed by mechanical means whilst under the wire, an electric current would be produced in the wire as long as the magnetic needle was moving under it. It is quite true it would be a very feeble one, but nevertheless a current is produced exactly similar in its effects from a general, point of view as that obtained from a battery. This fact is the key to the magneto principle: That a magnet moving in the vicinity of a closed ‘wire circuit’ induces an electric current in the wire. Put briefly, then, a magneto or dynamo machine is one in which coils of wire are caused to rotate or move in a magnetic ‘field’ by mechanical means, and electric currents are produced at the expense of the mechanical power employed. As will be noticed farther on, we can obtain a current with the wire coils still and the magnets moving—in practice it does not matter whether the coils or magnet move, as long as we move one of them. All that we require, then, is a suitable dynamo, and the motive power to work it, to obtain the current. We have seen from the study of the coil system that it is necessary to raise the pressure of the current supplied by the battery to enable it to ‘jump’ across the air gap of the sparking plug. Well, if we adopt the magneto method of generating current, we dispense with a sparking plug, in which there is an actual break, and employ instead a little switch, or ‘striker’, arranged in the combustion chamber of motor, our dynamo being geared in some way to the motor axle: the current thus generated is led into the combustion chamber by a single, well-insulated wire, and before it can return, through the frame, etc, of motor, back to the dynamo, it must pass through the ‘striker’. Now if the current is sharply interrupted by the ‘striker’ breaking the circuit, a spark will occur at the instant of interruption (perhaps a better idea as to why a spark should occur on breaking circuit will be got by comparing the effect of suddenly stopping a supply or store of mechanical energy, say by braking a rapidly revolving wheel, when we get heat produced). The pressure or tension of the current is also higher at the instant of interruption than when flowing steadily—well, this spark is made to take place in the combustion chamber by a system of levers, etc, actuating the ‘striker’, so that the circuit is broken and spark produced when the gases are under their greatest compression. The above principles are very ingeniously embodied in a type of apparatus now on the market, and known as the Simms Bosch Magneto and Ignition Gear; although not the only dynamo system used, it is perhaps the one that is generally adopted, especially for large motors, and which, owing to its simplicity and compactness, has a field for application in motor bicycle construction. In the main it consists of three parts: (1) the dynamo, (2) the driving gear, (3) timing and sparking mechanism…Referring to the diagram, it will be noticed that this consists of four fundamental parts: (1) The U-shaped magnets of hard steel, (2) their pole pieces, or extensions of soft iron, (3) the wire coil, wound on its core or frame of soft iron, and (4) the oscillating shield or armature, also of soft iron. In this particular type of dynamo the wire coils and also the magnets are stationary, the part that actually moves is the soft iron armature or screen; this is so arranged that it serves the function of moving the magnets by moving to and fro itself in the magnetic ‘field’. At certain points of its movement it shuts off, or absorbs, the magnetism, and prevents it inducing a current in the coil of wire which is fixed stationary inside it. The rocking movement is imparted to the soft iron shield by means of a crank fixed to its axle (this being supported in hard brass bearings), and then, by means of a simple connecting rod, motion is conveyed to it from the cam shaft of the motor. The connections of the wire coil are very simple: one end is joined to the frame of dynamo, and the other one to an ‘insulated’ terminal—it might just be mentioned here that the reason the coil of wire is wound upon a soft iron core is because a far stronger flow of magnetism will take place through it, and consequently a stronger current be induced in it than would be the case if it was wound on a brass or wood core. As with the ordinary method of ignition, the cam on the two-to-one shaft of the motor plays an important part. Looking at the diagram, it will be seen that a vertical rod, carrying at its lower end a pivoted roller, is actuated by the cam—that is, an up-and-down movement is imparted to it; the upper end of this rod carries a projecting arm, and also on the rod itself is mounted a spring to give a downward tension to it. Now with regard to the spark arrangement in the combustion chamber, in place of the usual plug we have one consisting of an insulated metal contact piece, upon which can work a pivoted lever, the shaft or axis of this being brought outside the combustion chamber, and which, by means of an extension piece, is actuated by the projecting arm on the vertical rod, an upward tension is provided for this sparking contact by the spring shown. Having got a fairly clear idea of the positions and functions of the various parts of the system, it will be necessary to learn how the ‘phases’ of the firing operation synchronise, or keep in step as it were, with the strokes of the motor piston. During the suction stroke, the vertical rod is forced up by the edge of the cam, consequently the projecting arm keeps clear of the spark lever, but as soon as the compression stroke is near completion the recess in the cam comes round, and allows the vertical rod to descend sharply. This movement, of course, actuates the spark lever, which breaks contact with the insulated contact piece in the combustion chamber. Now, exactly at the same instant the induced current in the coil of dynamo will be at its full strength—due to the screens being clear of the magnet poles—and being interrupted, causes a spark to take place

in the combustion chamber, and so the charge is fired. It will be noticed that the connecting rod end describes a circle with the cam, but owing to the much greater ‘throw’ of the crank attached to the screen, an oscillatory movement only is communicated to the screen. The method of advancing or retarding the time of ignition in this system is to alter the position of the cam slightly on its shaft, this being effected by a simple screw arrangement regulated by hand. Any derangement of the magneto system is more likely to be due to wear and tear of the moving parts than to any purely electrical defect. The only defects likely to develop are a breakdown of the sparking plug insulation, or corrosion of the contacts due to the gases and heat; the magnetism, however, of the field magnets of dynamo may slowly weaken—due to the vibration of the motor—which means that the sparking current will gradually get weaker. It is not a difficult matter to re-magnetize them; this will be best done by the makers, but it is possible for the amateur to do it himself if he possesses a few large accumulators and several yards of insulated wire it only being necessary to pass a strong current in the right direction around a coil wound temporarily over the magnets. These must then be carefully replaced so that similar poles are in contact—a most important consideration: Compared with the coil, the magneto scores distinctly; there is only one wire circuit, no battery to recharge, no trembler; on the point of weight the magneto should be even less; a battery of fair capacity weighs eight to ten pounds alone. It is easier for the novice to grasp its principles, and to keep in order. What, then, can be said against it? Well, from a mechanical point of view it is not desirable, to add any more moving parts to the motor; in fact, to reduce the present number is the aim of all good designers. Extra parts moving at high speed mean wear and tear necessitating renewals; then the magneto absorbs power from the motor—not much, it is true, but still it has to be allowed for. Its appearance close up to the motor may also be objected to by some, but on the whole its advantages are such that it should prove a serious rival to the coil system in the future. [It is evident, both from the letters that we have received on the subject and from the discussions arising, in motoring circles, that the magnetic system of electric ignition is an all-absorbing one at the present time. The article just concluded has gone over the question pretty closely, and we shall heartily welcome inquiries or further suggestions on the subject from our readers. The Simms-Bosch system has now had a pretty extensive testing, so we may confidently expect some interesting details to be forthcoming. Our object has been to clearly set forth in the articles on ignition the respective claims of the coil and magnetic systems.—EDITOR MOTOR CYCLING]”

IN CASE YOU THOUGHT complaints about bikes becoming to heavy and too complex were something new, consider this plea, headed “The Simplification of the Motor Bicycle” from the very first issue of Motor Cycling: “The first question the enquirer asks in regard to the possibilities of the motor bicycle relates to the knowledge necessary to ride and operate same. It consequently follows that the first aim of designers must of necessity be towards the simplification of the machine as a whole…If the motor bicycle is to bike its correct place in the field of self-propelled vehicles, it must be lighter than at present ; capable of climbing ordinary hills, either without or with but slight assistance from the rider…It must also be a more cleanly machine to manage…the actuating levers, etc, must be more handy and, if possible, fewer in number than at present…we may safely expect our designers to place us in a position to obtain a perfect control without removing our hands from the grips…the present necessity of removing the hands from the handle bar in order to control the motor must, of necessity, deter any but the skilful and intrepid rider from adopting what promises to be the most widely used of any motor-propelled vehicle…The writer is of opinion that the motor should be automatically lubricated while in motion, and that the supply of lubricant should cease automatically on the stoppage of either motor or machine. Bearings should be oil retaining; the presence of lubricating oil on the outside of the engine being serious handicap to the general use of motor bicycles…Valves and working parts should be more accessible than at present…it would appear to make for simplicity if the carburetter, which need be of but small size, were attached directly to the engine, instead of to the frame as in the majority of current designs…The direct gain would be the increased room for petrol and the more self-contained character of the motor. Ignition under present practice entails the most unsightly and cumbersome attachments; it is consequently fair to assume that a mechanical generator will ultimately supersede these…The belt is simple in appearance only, it is wasteful as a transmitter, dirty, and requires frequent adjustment and repair…Up to the time of writing, practically no English engineer has specialised himself upon the designs for the production of the motor bicycle. In view of the increasing demand for machine it is obvious that in the near future more than competent mind will be at work on the subject, in which the points enumerated above will cover only a fraction of ground which presents itself…It may therefore, with confidence, be expected that within a few months we shall have machines in which, apart from unavoidable frictional losses, all the power given out by the motor will be conveyed to the driving wheel—machines which will be operated without removing the hands from the handle-bar, in which all working or delicate parts will be protected from injury by falls, or from contact with oil, where the latter is detrimental to machine or rider; machines in which the electrical equipment will he of a more simple and mechanical character. If this forecast is only partially true, we are on the eve of the opening of an industry as large as the original bicycle business, which, at the time of writing, is one of the most important, not only as regards capital and men employed but also in relation to the economic conditions of the country and the dispositions of its population.”

“CYCLISTS WHO HAVE LEANINGS towards the new pastime of motor cycling are requested to address the editor on any subject about which they are in doubt. It is the mission of this journal to make cyclists converts to a fascinating recreation, and we place our columns and our services at the disposal of any waverers who need advice. Let your motto be, ‘When in doubt, consult Motor Cycling.'”

“WE KNOW OF AT LEAST four speed machines being made by racing enthusiasts with cylinders having diameters of 80mm bore and 80mm stroke, and larger. How about those ‘monstrosities’ that it was suggested would be absent from motor-bike races and destroyed most bicycling racing, according to one authority? If well designed, such machines should be capable of at least 45 to 50 miles an hour on the track. The sport of motor-bike racing promises interest no excitement. Racing men, take note.”

“IF IT WERE NECESSARY to prove the widespread interest which is being taken in the development of the motor cycle, such proof would be found in the attentive assembly of members of the Cycle Engineers’ Institute who met at the Grand Hotel, Birmingham to hear and discuss Mr A Craig’s lecture on Motor Bicycles. The lecturer divided his subject into two essential parts, the first being descriptive of the machines at present on the market, the second concerning the general laws and principles which govern the design and construction of the machine. A marked indication of the scope of the industry was afforded by the fact that seventeen machines were referred to in the first part of the paper. Of these the Werner was given the pride of place as the most representative of the front driven type, although the new Enfield was referred to as retaining in a marked degree the advantages of the first-named machine. The Singer machine, with its compact mechanism, was in the lecturer’s opinion the most notable example of gear-driven motor bicycles; it was also referred to as representative of English design and workmanship. The full list of machines described were as follows: the Werner, front and rear driven, the Minerva, the Derby, the Brown, the Mitchell, the Enfield, the Progress, the Chapelle, the Singer, the Holden, the Werner and Phoenix tandems, and the Humber, and a new type, the combined work of Messrs Accles, De Veulle, and Starley…No doubt could remain in the minds of the audience as to the speaker’s preference for the spray type of carburetter, in which opinion he was fully justified by the experience of the other speakers…The question of transmission naturally involved a large share of Mr Craig’s attention and of his critics. The belt was given full justice as being a useful and obvious means of transmission, the general consensus of opinion being that it would eventually give way to chain or spur gearing, in conjunction with some form of clutch which would allow an elastic medium between the motor and the driver. In connection with transmission the advisability of a free engine on down grades was considered…with a drive such as the Humber, or the proposed Accles-De Veulle-Starley machine, this is afforded by throttling the engine when the machine will overrun the free wheel clutch by which the power is

transmitted. In Mr Craig’s opinion chain transmission will probably become the most popular in all cases where the engine is not sufficiently near the road wheel to admit of spur gearing being used. Its efficiency is undoubtedly higher than that of the belt, and, as the author had remarked, it can be made as smooth in its action. If the reduction from the engine to the road wheel be attempted in one step, a very large and unsightly sprocket wheel or belt pulley must be fixed to the driving wheel. With the high efficiency obtainable on a chain drive it may be worth while to make the reduction in two steps, in which case the drive would appear less clumsy, and a suitable gear-case could be easily fitted. Chains were used at the earliest stages of motor bicycle construction, and had the initial development of business taken place in this country instead of abroad, most probably the chain drive would be as common as the belt drive is at the present day. Worm drive is exemplified in the Accles, De Veulle and Starley motor bicycle…By the use of worm gear the necessary reduction between the engine and the road wheel can be effected in a very small space, and although the worm is certainly less efficient than spur gearing, yet if well designed and properly made it is doubtless more efficient than the belt drive commonly used…Dealing with the future possibilities of the motor bicycle Mr Craig remarked: ‘There is a very wide field for the designer of motor bicycles, as tandems and spring frames have yet to be dealt with. If water-cooling be adopted, there should be no difficulty in enclosing the motor and accessories in one portion of the frame and concealing it with a panel on each side. By this means a very neat result could be obtained. Details cannot have too much attention, as the efficiency of the machine as a whole largely depends upon them…The motor bicycle is the simplest, and consequently the least expensive, form of motor vehicle which can be made. The fact that it has proved practicable in actual use insures its popularity in the future; indeed, the trade has already assumed much greater proportions than is generally known…The paper throughout was of the most thoughtful and practical nature, and fully deserved the attention it received from one of the largest audiences that has ever attended a meeting of the Cycle Engineers’ Institute…The discussion raised one point of distinctive interest—namely, the almost unanimous desire on the part of riders for some means of supporting the bicycle when at rest.”

“TRANSITION, OR ONLY A PHASE? It is something more than an assumption, it is getting pretty close to a certainty, that the readers of these columns arc cyclists who have either taken up the motor cycle or who contemplate such a step. As a cyclist, I have taken that step, and I observe, not without a qualm or two, that changes, unpremeditated, unexpected even, but relentless all the same, are taking place in my cycle stable. The thin bodyless oil with which the cycle was wont to be lubricated has been deposed from a certain handy spot and in its place there stands a can, a much bigger can, of lubricant which always irresistibly reminds me of the treacle of my youthful days. Small wallets, small saddles, little lamps and lilliputian repair outfits are all pushed up into the corners of the shelves, their places being usurped by the more bloated and wealthier-looking articles that appertain to the motor-cycle. The two-gallon tins of petrol appear as strangers in a strange land; even the motor bicycle itself stands out in the centre evidently scorning the light rack wherein the cycles rest.”

The Cyclists’ Touring Club dates back to 1878 (and is still very much in business). With motorised bicycles appearing in greater numbers, W Rees Jeffries of the CTC’s Metropolitan District Association graced the pages of Motor Cycling with “The CTC and Motor Bicycling”…

“THE APPLICATION OF MECHANICAL power to the bicycle is a development the consequences of which it is impossible to foresee. At the Crystal Palace Show this year was to be seen one of the original Rover Safeties. It looked crude and ugly enough, yet, from it, cycling took a fresh start and spread to its present dimensions. Not more ugly and imperfect than JK Starley’s first safety is the motor bicycle of 1902, yet, who knows but that it too will ‘set the fashion to the world’ and inaugurate a new era in the history of cycling. Motor bicycles are, at present, in the experimental stage. Accordingly, it behoves all those interested in cycling to work together to complete and perfect the new invention. Co-operation is the only road to perfection. Manufacturer and rider, newspaper and club, each may contribute towards the development of the new machine. And a good start has been made. Enterprising manufacturers are investing capital in the premises And machinery necessary to the construction of efficient motor bicycles. The cycling press, as represented by the go-a-head management of ‘Cycling’, are putting money and brains into a journal which is to be the means of intercourse between those interested in the new machine…The Metropolitan District Association, which embraces all the club members within the Metropolitan Police District, has, in particular, determined to do all that it can to help the new movement. And there is much to be done. The motor bicycle is, as I have said, at present in an experimental stage. Manufacturers are willing, even anxious, to obtain suggestions from all sources. It is desirable, therefore, to collect and sift the experiences of riders and bring them to the notice of the makers. A start will be made at the first meeting of the Motor Cycle Section, on Tuesday, February 11th, which, curiously enough, synchronises with the first issue of this paper. Part of the evening will be devoted to a free exchange of experiences and opinions as regards the various types of motor bicycles…The motor cycle must also be made an easy means of international national travel. It is desirable, accordingly, to prevent any unnecessary restrictions upon its free movements across the boundaries of States. I am myself considering the possibility of a run across the Pyrenees this year on a motor cycle. I have visions of landing at St Malo, journeying through central France, and then cycling over one of the passes of the Pyrenees into Spain. But if the regulations which the French Government are now enforcing upon automobilists arc also enforced upon motor bicyclists, international touring on a motor bicycle will be somewhat of a difficulty. However, the Foreign Touring Arrangements Committee of the CTC has quietly set the machinery which it has at its disposal at work for the purpose of smoothing over or preventing difficulties in connection with international touring. Finally, the Metropolitan District Association is anxious to develop the social side—a somewhat neglected feature of CTC life. By introducing motor bicyclists one to another, by arranging from time to time club runs, and by organising for the free and full exchange of opinions and experiences, much can be done in this direction. Other branches of activity could be suggested, but even from this brief outline it will he seen that the Motor Cycle Section of the MDA has plenty of work before it. And the future is with it. ‘The minute a man takes up a motor car or motor cycle,’ says Mr Pennell in the current ‘Contemporary’, he ceases any longer to care for the ordinary machine.’ Many think this is an exaggeration, but there is a large element of truth in it. Even in the present stage of development the motor cycle is a fascinating machine. When one has on whizzed through the air at 20 miles an hour without exertion, when head-winds have ceased to trouble, and hills have given no cause for anxiety, one is not satisfied until the experience has been repeated. In due course I doubt not a motor bicycle absolutely trustworthy for touring purposes will be produced. To bring that day quickly is one of the objects of Motor Cycling and the Motor Cycling Section of the CTC. May their joint efforts soon be crowned with success.” Sixteen bikes were on show, courtesy of Singer, Excelsior, Chappelle, Ivel, Humber, Enfield, Bradbury, Bowden, Derby, Trent, Martini, Holden, Phoenix and Shaw.

“DO NOT TRY EXPERIMENTS with the engine unless you are prepared to pay a goodish sized bill for putting it in order by the experienced mechanic. Of course many riders are expert with the engines, but before the year is out we shall have a number of motors running in the hands of inexperienced riders, and it is to them that our remarks apply.”

“KEEP THE WHOLE OF THE internal parts of the engine which are subjected to the explosion as clean as possible. It will well repay the rider the trouble entailed upon him, as deposits rapidly form within the explosion chamber, especially near the exhaust valve-outlet. The presence of these deposits near the sparking plug will quickly develop short circuiting, and the engine will not work.”

“REMEMBER TO DRAW the ignition lever back on restarting.”

“USE AS LITTLE gas as possible—it keeps the engine cool and economises fuel.”

“WELLINGTON’S KNIFE POLISH, mixed with lubricating oil, is very good for valve grinding.”

“EXHAUST VALVES frequently burn off, and it is advisable to carry a spare one which has already been fitted and ground in.”

“SHORT CIRCUIT troubles are greatly lessened by arranging the induced (sparking plug) wire so that it does not touch any metal by suspending with rubber tape.”

“THE CENTRE WIRE of De Dion plugs is very weak and occasionally turns off altogether. This can be faked by firmly pressing an ordinary pin down the centre hole in the china, then carefully cutting the head off and curving the protruding end to the other point, and regular firing will result.”

“EVERY RIDER SHOULD LEARN as quickly as possible the manner in which the motor works, how taken to pieces for cleaning, and how to do the necessary adjustment. This is not difficult to learn, but care and accuracy are necessary If the parts are not numbered, they should be carefully marked piece to piece, either with a small centre punch or small type figures, no that if the whole of the parts were well mixed they could be speedily sorted out again.”

“IN WET WEATHER keep your belt well oiled with castor oil.”

“REMEMBER THAT when the roads are greasy the tip is to ‘steer straight’.”

“A WEAK exhaust valve spring will cause your motor to be sluggish.”

“SURFACE CARBURETTERS always require attention to the air lever to get best results.”

“A WEAK SOLUTION of sulphuric acid poured in the vent hole will put fresh life in dry batteries. Always watch such battery carefully and don’t rely for long distances on it.”

“MAKE AND BREAK contact blades should be adjusted so that a visiting card can be inserted between the points when not in contact.” [This tip was still in circulation when I started riding in the late 1960s. If memory serves the rider’s handbook of my A10 suggested, in the absence of feeler gauges, the check the points clearance with “a business card or stout note paper“; ignition timing involved a cigarette paper—Ed.]

“WHATEVER YOU DO, do thoroughly, seeing that you properly tighten bolts and nuts without overstraining them by using long spanners; those sent with the engine are long enough, and many frequently break bolts by using too great a leverage.”

“SEE THAT THE PETROL tank contains fresh spirit for each run, for unless petrol is stored in an air-tight case it speedily loses its effectiveness. Far better to empty the tank at the end of each run, and then you know the true state of things, having to fill an empty chamber. You may be landed with bad spirit just at the time you wish to start, and have a considerable delay in emptying and then refilling.”

“A VERY GOOD TIP in winter to those who are not ‘flutterbyes’, and who use machines belt-driven, more especially if fitted with a jockey pulley, is to adjust the belt rather on the slack side. A member of the staff, who rides fairly consistently right through the year, has not had a side-slip this winter or autumn, and he attributes it to always easing the jockey pulley off a ‘wee bit’ directly he strikes a patch of grease. Side-slips are often induced by the driving wheel having a tendency to revolve without propelling the machine forward, thus destroying the initial ‘bite of terra firma’ necessary to the up-right position.” […and this, I believe, is the first description of wheelspin—Ed.]

“THE NEW HUMBER (chain driven) motor bicycle is reputed a flyer.”

“THERE ARE NOW five motor bicycles in New Zealand, and this type bids fair to become the most popular over there.”

“DON’T EXPECT THE SAME results from your engine as in summer. Everything is against the small engine in winter, from batteries downwards.”

“WE SHALL BE pleased to hear from motor cyclists in the Midlands who would care to join a Midland section of the Motor Cycling Club.”

“THE UNITED STATES is strong in automobile clubs, having 36, followed by France with 27, Germany 15, England 10, Belgium 8, Italy 7.”

“ITALIAN MOTOR BICYCLE races: Italian cyclists, like their English brethren, are moving in the matter of motor bicycle races. The Turin Cyclists’ Club will hold a race for the single-track machines at their opening meeting to be held during the first fortnight of March.”

“JARRETT’S NEW SPEED motor bicycle is now being made by Werner Freres. We believe the dimensions of the engine are the largest that can possibly be fitted into a bicycle. When the ‘speed beast’ comes home, we reckon that the big car times will be closely approached.”

“RIGAL, THE ‘KING OF MOTOR CYCLISTS’, as he is known on the other side of the Channel, has had to abandon his attempt on the 100 kilometre road record, at present held by Beconnais in 1hr 18min 54sec. He made a very satisfactory trial on Sunday, the speed working out at 65 miles an hour. On the following day he started for the record attempt proper, but after going for less than three miles he was forced to abandon the trial owing to a severe snowstorm. He will try again very shortly, if M Tampier, the timekeeper, is available.”

“OUR READERS WHO WISH to hire motor bicycles may be glad to know that Werner, Minerva, Ormonde, and Mitchell motor bicycles may be hired for the day, week, or month from the Central Motor Co, 46a, Tottenham Street, Tottenham Court Road, W.”

“NOW IS THE OPPORTUNITY for placing the motor cycle industry upon a simple and uniform basis. Later it may prove impossible.”

“THE WRITER OF THIS ARTICLE has just accomplished his seventh thousandth mile on a motor bicycle, and the recountal of some of his experiences will, without doubt, interest the reader, especially in view of the fact that Mr van Hooydonk will attempt a 200-mile non-stop ride on the Crystal Palace track next week: ‘Many a boy, when asked as to the occupation he would like to adopt upon reaching manhood, will quickly reply, “Why, become an engine-driver.” Strange but true it is that the fact of being an engine-driver possesses a great fascination, and no doubt but that to this trait must be attributed the great enthusiasm displayed by persons of all dispositions when once they take to motoring. Now, motoring, we know, is an expensive, if pleasant, hobby, and it is the motor bicycle we have to thank for enabling many of us to participate in the exhilarating pastime without encroaching too far upon our financial resources. I have ridden cycles of all descriptions for a good many years, enjoyed long tours, taken part in a good many races with just. sufficient success to make the sport interesting, and really thought there was nothing in creation to touch cycling. When I first had dealings with a motor bicycle, I candidly confess that I did not like the look of the beast, and certainly did not think much of it. It all came about through a lazy brother, who would persist in the statement that as long as he could get about the country without quite so much hard work, he would be just as happy. A motor ‘bike’ was made to his order, and when all was ready, I started him off on his journey up the North Road, while I would follow on my trike (of which I was the motive power) in case he should require towing home! My surprise was great when the motor went straight out of sight, and after my going ‘all out’ (and I was fairly fit) finding the lazy one at Barnet waiting for me, cool as the proverbial cucumber and smiling pleasantly, while I was hot and perspiring, not to say annoyed at being dropped by “a thing that goes with oil”. Still we must bow to the inevitable, and this I did. Promising the owner of the, to me, still infernal machine not to go too far I trusted myself to its tender mercies. Since then I have ridden about 7,000 miles, ten of which were done on an ordinary bicycle. I well recollect this first ride straight up the Hatfield Road as far as the “cutting”, where on fine Sunday mornings the habitués of the road sit on the bank watching the many finishes of the crowds coming up the hill, or perhaps enjoying the innocent fun of one of the party going down the hill to find a ‘bite’, as they have it in the classics. On many occasions has the motor rider caused an unwary cyclist (who thought that motors would not go up hill) to get half-way up the slope only to then turn on full speed, and leave the pedal-pusher struggling, while the little crowd would look on, smile, and perhaps encourage the man by saying, “Go on, sir! You’re going well!” While I found the motor a pleasant means of getting about the country, I found, also, that my chances of taking part in any cycle races would be small indeed—as I did no ordinary riding I soon became very unfit. Competition is always a great stimulant, and, as there were no motor cycle races, it occurred to me the only way to have a little excitement was to go for the Land’s End to John o’ Groats record, a performance which was stated to have been accomplished in a certain time. If I failed, it would at least be an experience worth having. An experience it was! John o’ Groats is a long way from I.and’s End! Although I only covered about two-fifths of the journey, I learnt a lot, and it really is astonishing how many varieties of weather and roads one can find, and how much can happen in a day and a half. I paid for my experience, and it is my firm intention to have my money’s worth before another winter comes round. It has been said that my programme was too ambitious, but even now I consider that unless the motor bicycle can beat the time of the human propelled machine, there is not much to talk about. One thing was very clear to me as soon as I arrived at Land’s End, and that was the great respect everyone about the place has for GP Mills. When covering part of the journey it made me think still more of the rider and his marvellous performances. Yet thirsting for another experience and a longish journey, I made arrangements for checking and feeding to enable me to accomplish the journey from London to York without a stop. Many of my readers will, no doubt, recollect the first foggy day we had early in November, when all the country was enveloped in semi-darkness. This was the day that fell to my lot; and, not to mention the unpleasant look of things, it was, in places, very difficult to see the way. About five miles from Selby, a river crosses the road on an angle, a bridge being built over it and crossing it perfectly square, thus making a sharp bend in the road. On this occasion the bridge looked like a slope and the wall appeared, in the damp darkness, like a continuation of the slope. Tackling the hill ‘at 25 an hour’, and keeping straight on, the wall was just grazed by my front wheel, when, suddenly observing the obstruction, I, by the merest slice of luck just managed to escape either a nasty smash against a stone wall or a cold bath in the stream. For a second I could feel myself being hurled to—somewhere, and all the feelings of a smash I had some years ago, when I was taken in an unconscious state to a friendly farm, came back to me in the most realistic manner. However, all went well until about two miles beyond Selby, when, with a loud report my back tyre burst, and after covering 187 miles in 8¼ hours, first covered in ice and then mud, I came to the

conclusion that luck was against me, so walked back to Selby, where, after a bath, and a square meal, I realised that again I had paid for experience, but vowed at the same time that I would have value for money before long. By the way, my Biggleswade checker (sent out by an old friend—Dan Almbone) seeing me covered with ice. through travelling at a high speed, shouted out, wishing to know if I was training for an ‘arctic exploration’! Not always, however, have my trips resulted in disappointment, for the motor bicycle has contributed the lion’s share towards many a pleasant holiday. In the summer of last year, when my family were holiday-making in a rural village in Essex, it enabled me to run over the 60 odd miles on week ends in a quicker and far more pleasant manner than could I have done in any other way. Naturally, the machine attracted a considerable amount of attention in the villages, and the ideas of the locals were both strange and entertaining. Sitting in the smoke room of a hotel, one party asked me whether I had ever seen ‘one o’ those motor bicycles’, and on my replying that I had, he volunteered the statement that one came through the village that morning at quite 40 miles an hour. When, finally, the wife came back to town, the motor bike again came in very useful, for while my better half’ was riding an ordinary free-wheeled machine the engine did the work for both, we riding side by side. The journey from Colchester to London was accomplished inside three hours, which was not by any means bad travelling. On another occasion, a friend was going for a 24 hours’ time trial, when, by the way, he was fortunate enough to break record. I promised to look after him, and being able to cover 25 miles in an hour against his 17 or 18 I was enabled be always there, or thereabouts, without feeling any fatigue, and at the same time making a nice outing of a generally wearisome job. Between Friday evening and Sunday, about 450 miles were covered, and not once did the rider feel that the miles were unduly long and where one would have felt the exertion for some days under usual circumstances, it merely left a healthy recollection of a pleasant holiday. Knowing that the club of which I am a member was not in favour of motors, it rather occurred to me at first that my company would have been objected to when riding the “Puffing Billy”, but far from it, as the machine is almost noiseless, and throws no dust; consequently the men are only too glad to ‘hang on’ and get the shelter. The most pleasant rides I have experienced have been in the summer days, when, after working hard, I found it was a most exhilarating sensation to leave home in the cool of evenings and ride about 40 or 50 miles, getting all the benefit of tile fresh air without having la undergo any exertion. However, when the nights are dark, it is necessary to carry a powerful lamp—acetylene for preference, for, travelling at a fairly good rate, one most be able to see a good distance ahead. A journey to Coventry is memorable to me on that score. Having been delayed, my start was later than I anticipated it would have been, and I found a bare four hours were left to sir to cover the 90 miles to the midland town. When the darkness came on in earnest the faint light of the lamp was then carrying, not acetylene, seemed to conjure up all sorts of obstacles, and after peering into the darkness, and straining my eyes to their utmost, I would suddenly pull up, only to find that there was nothing whatever in the way. This having occurred several times, I seemed to become used to the surroundings and was beginning to think that it only required practice after all, when suddenly a lumbering cart carrying no light whatever, was only missed by the nearest shave. This was, I fancy, the narrowest escape I have had up to the present. Naturally, through travelling at a much higher speed, one is on an obstacle before one observes it, very little time, as a rule, being left to alter one’s course. The run to Southsea with the Automobile Club proved a very enjoyable outing, only the regulation of having to keep to 12 miles an hour on a machine that is capable of travelling at double the speed becomes monotonous, so I found some amusement in running up and snapping the cars as they came along. The run home on the Sunday was rather more exciting, for being no longer under the well-meant restriction of the dub, there was nothing to prevent cars and bicycles trying ‘conclusions’ on the lovely stretches of the Portsmouth road. Stopping for a bit to admire the grand scenery on the top of Hind Head, well known as the Devil’s Punch Bowl, it was my good fortune to fall in with another machine of my class, and also a motor tandem bike. Appearances indicated a little excitement, but first the tandem and then the single hoisted the white flag, and declared the battle off. ‘Do those things often co wrong, sir?’ is the question one is asked at almost every stopping place. Well, occasionally, like all good things, they do go wrong, but at the same time, in 7,000 miles or more of hard road riding, I have not once been left with the ‘crock’ disabled; and since the Southsea tour in November, have had no occasion to do anything whatever to the machine or its mechanism: Yet riding every week end during, the very wet winter we have had should prove that, for any slight trouble one might experience there is quite sufficient pleasure to make the balance very much in favour of the motor bicycle.’

“SIR—THE SIDE SLIP of motor bicycles appears to be a subject of considerable interest. I find that a bicycle with motor placed between the wheels is not more liable to side slip than a motorless bicycle, and this refers to motors of moderate power, as I have not ridden one of high power. I rode a motor bicycle with the motor in the back wheel, and afterwards free wheeled several times on a bicycle without a motor, placing my body right behind the saddle and low down, in order that the centre of gravity would, as near as possible, be in the same position as that of the former; and I found the former much more liable to side slip. Over fourteen years ago I rode the first pneumatic tyred bicycle, which was higher than other safeties. Since that time I have ridden very constantly bicycles of varying heights, and I have always been of opinion that the higher the centre of gravity the more easily is a bicycle steered. I don’t know that my theory is correct, but I believe the reason why a bicycle with the motor placed in the hind wheel, or over the front wheel, is more liable to slide slip than one with the motor placed between the wheels, is that when the motor is placed between the wheels it is nearer the centre of gravity of the machine and rider, and consequently more of the bumping of the motor (which has a tendency to cause the tyres to leave the ground) is absorbed by the machine and rider than would be the case with the engine in or over one of the wheels. When the motor is placed over the front wheel its inertia affects the steering on account of its being placed considerably in advance of the steering centre.
Yours faithfully, JB DUNLOP, JUNR.”
The ‘JB’ clearly stands for John Boyd. John Boyd Dunlop Snr, who had (re-)invented the pneumatic tyre in 1888 to urgrade JB Jnr’s trike; if you’ve been reading this timeline from the start you already know that Robert Thompson had patented a pneumatic tyre in 1845.—Ed

“SIR—IS BELT DRIVING superior to chain driving? I say most emphatically that it is not only not superior, but that it is decidedly inferior if the chain transmission is fitted with a gradually engaging clutch. Anyone who has been riding a belt-driven bicycle about the wet roads this winter must have been disgusted with the wet, flabby, dirty state the belt has got into from the drippings on to it of the mud from the top of the driving-wheel. The consequence is, that the belt stretches and slips, and frequent stoppages are necessary to tighten the filthy thing, to make it grip even moderately well. The result is the same, no matter whether V-section or round twisted belts are employed. It is not much use loading up your machine with piles of petrol and oil tanks and lubricators, which, the capacity to carry some makers seem to think, is the chief qualification of a motor bicycle, when the system of drive generally adopted tends to produce the very disadvantage the cart-load of luggage is stated to prevent. After every ride under such conditions, it is a very unpleasant but necessary duty to thoroughly clean the belt, as, in the process of drying, it becomes more or less hard and inflexible, and to apply an oily belt dressing to render it sufficiently supple for use again. Several machines I have tried are fitted with such small and ill-shaped driving pulleys, that to obtain a drive even in dry weather, the belt must be tensioned so severely as to produce an appreciable amount of binding in the bearings of both motor and back hub, with the further consequence of increased liability to belt breakage. Then again, the loss of power in belt-driving any machinery in consequence of the inevitable slip of even well adjusted belts under varying loads has been estimated and expressed in formula by engineering experts and in respect to motor bicycles. I am convinced from personal experience that a 1½hp motor with a chain transmission gives a more powerful effective force of propulsion than a 1¾hp motor with belt transmission. Belts have been all but discarded on even the lightest voiturettes in favour of direct drive, and I have no doubt that after trial during the coming season they will be discarded on motor bicycles also. I have seen from time to time theoretical objections advanced against chain transmission for motor bicycles, but they are not borne out in the practical experience I have had on the chain and clutch transmission machine I am now riding.”
Yours truly, ‘DIRECT DRIVE’.”

“SIR,—I HAVE BEEN a bicyclist for over thirty years, having commenced with a bone-shaker, the greater part of which I made myself. Next, I went in for the high machines, manufactured by the CoventryMachinists’ Co, then for safeties made by different firms—home and foreign—then settled down to the Humber machines, which I have been riding for many years, and last year purchased one of Bayliss, Thomas and Co’s Excelsior motor bicycles, and upon this machine I have done over 2,000 miles, experiencing the following breakdowns and minor troubles: 1st breakdown—Key which holds pulley on crankshaft gave way, and whether I would or no, the engine became a free one, and I had to pedal home. 2nd—Long screw which passes through edge of flywheel, and holds same to crankpin, cut out, and flywheels went adrift in crank chamber. 3rd—Porcelain of sparking-plug blew out, and unfortunately not having a spare one with me, had to pedal home. 4th—Free-wheel clutch broke when assisting the engine uphill, and as sprocket jammed, had to pedal home. Remedied by replacing broken clutch with an Eadie one, which is all right. The following are some of the minor troubles I have experienced : 1st—Float in carburetter became detached from wire before I had done 100 miles. Since then I have to take ‘soundings’ to find depth of petrol. I now always take the precaution before starting to see that tank is full, and that there is a small quantity of petrol in carburetter, leaving valve between tank and carburetter slightly open, which allows petrol to drop into carburetter, and when running with valve in that position, get very good results—far better than when following the directions given by the makers. 2nd—Sagging of tank and carburetter in consequence of defective arrangement for holding same to top tube of frame. 3rd—Belt constantly coming off. Remedy this be putting guard over it. 4th—Groove in engine pulley wearing smooth, and, as a consequence, belt slipping. To prevent this roughed groove out twice. 5th—Lubricating oil leaking from crank chamber at each end of crank shaft, worse at pulley end; there the oil comes out at bearing, gets on to pulley, thence to belt and clothes, causing slipping of belt and damage to clothes. 6th—Carburetter leaking at wash-out plug; could not stop this till I soldered in old plug, and drilled a small hole in its centre and put smaller plug therein. Find rim brakes a great nuisance and very much in the way when trying to mend tubes, or covers. and in cases of puncture, of which I have had five in back wheel. There is very little vibration in this machine; can ride it easily ‘hands off’—not as liable to slip as an ordinary bicycle. Have had no trouble whatever with electrical parts. One pint of petrol is sufficient for a run of 18 to 20 miles. Could get speed of 20 miles an hour on a good road. Have had some experience of a Werner (1901pattern). A fast machine with a very good engine and plenty of power, but found there was too much vibration for my fancy. Also have had experience of the Singer motor bicycle, which is a well made and reliable machine throughout, and will climb almost any hill. I certainly would not have the fly-wheel out-side the crank chamber, unless I wished to be anointed; for even in the very best make of engine, which class of engine is very scarce, the lubricant will in time find its way out at the bearing of the crank shaft and when it reaches the circumference of the large fly-wheel will be thrown off on to your clothes. The oil will also get on to the belt and cause slipping. With regard to price I don’t think a really good sound bicycle, with a motor which would run for three or four seasons without repairing, could be purchased for less than £45.
Yours &c, HL MEADOWS.”

MOTOR CYCLING ALSO published its first reader query: “If you have a Query Column in Motor Cycling, please insert this one: Which is the most reliable for a Motor Safety, a pulveriser or surface carburetter?
WWE“

“WHAT PROMISES TO CREATE a stir in the motor world is the invention of the ‘Catalytic ignition plug’ by Monsieur Wydts, a French electrician. The principle upon which it acts is a most interesting one, and is that known as ‘catalytic action’ or the property which certain rare metals of the platinum group possess of becoming incandescent or white hot when brought into the presence of gases rich in hydrogen—such as the hydrocarbon mixture that drives the petrol motor—it is necessary that the metal be in a state of extremely fine division, or, as it is termed, in the ‘spongy’ state, for this action to take place. The name of the metal used is osmium a silvery metal of great rarity. This has been applied in a practical form and extensive experiments by the inventor have proved its success under the most adverse conditions; the aid of an electric current, however, is required as part of the system just to give, as it were, an initial or momentary heating to the small pellet of osmium; this only requires a very small dry battery and a simple circuit of one wire and a switch. The details of the plug are shown in the diagram, in which we have a steel cylinder which screws into the combustion chamber; this cylinder contains a porcelain insulator carrying a wire, at the end being the osmium pellet. This insulating sleeve is arranged to slide in the cylinder, to allow of the ignition being advanced or retarded; the electric circuit is made by a small contact inside the plug; switching the current on raises the temperature of the osmium to 50°C, on coming in contact with the gas it immediately becomes white hot and fires the gases; the ignition is stopped by drawing the osmium past a small hole and admitting the air to it.”

THE WHIRLWIND MOTOR CYCLE is a good example of a British-made machine throughout, and is manufactured by the Dorman Engineering Co of Northampton, with a cylinder 2½in. x 2½in, and guaranteed sufficiently powerful to carry a 12-stone rider up any hill. In the details of its construction we note several good points, such as the making of the fly wheel in one piece with its axle and crank, the latter being made by male and female tapers accurately turned, the whole being coupled together by ⅜ in bolts and nut, this arrangement permitting the gear wheels to be closely stowed away and thereby reducing width of the case. The carburetter is of the spray type and works automatically, the ignition being done by accumulators fitted in the usual manner within a case with the petrol tank, the induction coil being strapped on to the front of this case. A clamping bridge and dome fitted over the valves, with a pinching pin for holding it in position, affords a ready means for the removal and cleaning of the valves. The arrangement for regulation is by a switch attached to the left handle and an exhaust lifter attached to the right, an arrangement which gives complete and immediate control over the machine. The price quoted is £40, the frames being stocked at 24in and 26in, but can be made to suit the requirements of riders. The Company also supply the motor specially designed to suit BSA motor fittings, or any cycle with a 5½in tread.”

“WE HAVE LATELY made an examination of the belt-driven motor cycle made by the Precision Motor Co of Northampton, the whole of which has been made in England and which appeals to us forcibly as being a very neat and serviceable machine. The engine, which is of the diagonal type, is fitted within two parallel down tubes forming the diagonals of the frame, the upper of which runs from the top of the head to the bottom bracket, and the lower terminates about two-thirds of the way down into a crutch which receives the case of the engine A lug is fixed to the underside of the bottom bracket and affords a further steadiment to the engine, so that with the removal of two bolts, the engine can be taken away for repairs. There are many special points in the construction, design and the carrying out of the details, and amongst them the following are worthy of note: Each flywheel is of cast steel with its own axle, and one has the crank pin also cast on it, and turning this to a taper, it fits into the other wheel and is secured to it by a nut in the usual way, thus holding the whole very rigid. The gear wheels for the valve motion also cast solid and the teeth machine cut, thus ensuring strength with lightness. The case is of aluminium, the two halves being spigotted together, no strain being thrown on the bolts, and the alignment of the bearings is assured whenever the case is separated for cleaning, etc. Phosphor bronze is used throughout in the bearings, all of which are of ample length. The sparking is by means of accumulators contained in a combined tank fastened to the top rail of the machine, and which has enclosed within the same case, petrol tank, tool box and lubricating oil, the induction coil being snugly packed away under the saddle. The carburetter is of the pulverising type, and is of simple construction. Air, which has been warmed by contact with the exhaust box, passes through the holes marked I in the illustration, and with the suction effort of the engine lifts the diaphragm D, which in turn raises the needle valve, admitting petrol, which, passing through some small holes F in the case, is sprayed into the outer chamber, and meeting the warm air mixes with it, and passes through the holes E, covered by the diaphragm, into the cylinder. By uncoupling the petrol supply pipe and a pinching pin at G the whole box can be removed for cleaning the valves. The controlling is all done with one hand, by twisting one of the handles on the handle bar*. An exhaust lifter is fitted for wheeling the machine, a sight feeder lubricator, Morrow free-wheel and back pedalling brake, front rim brake, complete a handy and neat machine.”
*As far as I know this is the first mention of a twistgrip—Ed.

“THE DREAM OF THE CYCLIST for a long time past has been to create some sort of standard for the various parts of the cycle; and good work is being done by the Cycle Engineers’ Institute in endeavouring to bring somewhat into line the disparity that exists between the various bolts, nuts and their corresponding threads…Here, at the commencement of comparatively a new industry, the chance is unique for accomplishing such a state of standardization amongst the various parts of the motor engine, its fittings and so forth…Again, with such a fitting as the sparking plug. We all know that this is a source so far of a good deal of trouble…It will not be is difficult matter for all makers to tap the size of the hole for the plug of a standard diameter with a corresponding number of threads per inch, say, either of the gas thread standard of usual commercial pattern, or else to adopt the fine thread used by brass workers and known as the brass thread…The thickness of the metal where the sparking plug is inserted would likewise be a boon as well as a uniformity in making the length of the fitting the same by all makers…The question of the size of the spanners is also one worthy of attention, and the adoption of ring spanners in the place of open-jawed one would save many a barked finger and many a small swear.”

“THE WELL-KNOWN VETERAN road rider and record breaker GP Mills has interested himself in Motor Cycles for a long time: ‘That motor bicycling has come to stay I think there is no doubt. The advantages of the motor bicycle over the motor tricycle are practically those of the ordinary bicycle over the ordinary tricycle. They are: single track, with the ability to pick one’s path on bad roads, less vibration and ease of storage. Moreover, the motor bicycle is more efficient than the tricycle (an engine of a given power attaining more speed on the bicycle than on the tricycle). A motor bicycle, moreover, can be made more cheaply than a motor tricycle, a consideration which will appeal to many…Motor bicycles have much improved lately, but the perfect motor bicycle has yet to he built and probably it is impossible at the present time to forecast what is wanted, for as we increase in knowledge, additions will he required to what we now think would be perfection. Again, that which would be perfection in one man’s estimation might not suit another. However there are several points on which most motor bicyclists agree. Given petrol as the propelling agent and leaving the vexed question of the position of the motor alone for the time being, the following appears to me to be required: A well-built motor of at least 1¾bhp with ample bearing surfaces so as to ensure long life. A two-speed gear and a free engine, a result preferably obtained by a friction clutch, the high speed being the normal gear and the low-speed bringing the gear into play for hill work. A better means of power transmission. The belt at present used, although it has many advantages, will, I think, eventually give way to some form of chain drive, with either a spring pulley or a friction clutch…A valve lifter is undoubtedly far ahead of the old compression tap, and should be, I think, arranged to cut off the electric current…and should in my opinion cut off the current before raising the valve, as it is sometimes very useful to use the compression of the engine in lieu of a brake…With accumulator and coil, wiring should he as short as possible, but I think some form of magneto ignition will possibly eventually oust the accumulator, chiefly owing to the re-charging question. Spray carburetters appear to be favoured by several makers, though personally I lean towards a wick carburetter, having obtained most excellent results with this type in all sorts of weather…The tank should carry petrol for at least 150 miles and more if possible and automatic lubrication is wanted. All levers should be actuated from the handlebar and should be as few as possible, as nervous riders do not care to leave go one hand in an emergency, and dive for a tap on the top bar of the frame (a combination of switch valve lifter and brake might be made from one lever)…It is probable that as we progress the need for pedalling, except at starting, will be done away with…In conclusion, I would say that those who take up motor cycling will find it, as I have done, a most fascinating pastime and one well worthy of attention.”

“THE MAN WHO IS about to become a motor cyclist will naturally ask how he is to set about it. The first thing to do after selecting the machine, but before ordering it, is to deliberate upon the place in which to keep it. It must not be forgotten that a machine weighing approximately three-quarters of a hundredweight is not to be handled as easily as one is wont to handle an ordinary cycle. To carry a motor cycle up and down a flight of steps or stairs means a two-handed job, whilst the vehicle is not to be easily conjured round awkward corners. In the event of the accommodation at home being unsuitable it can usually be obtained at an adjacent livery stable at about a shilling a week. An important matter is a stand upon which to rest the rear portion of the machine, and this stand should be sufficiently substantial to permit the rider to sit on the machine and run the engine. Such a stand is to be obtained at any dealers or it can readily be made by anyone fond of carpentering. Then an order should be given for a two-gallon can of petrol; the price for this is from 1s to 1s 6d. a gallon with a deposit of 2s 8d on the can. It must not be forgotten that petrol, being highly volatile, is very inflammable and should therefore be kept away from all lights. Another purchase will be a quart tin of engine oil—either Price’s Motorine, Wells-Lucas’ ‘Superb’ Motor Oil, or United Motor Industries D Oil…The question of clothing suitable for wear when riding a motor bicycle is rather too important a subject to be dealt with in the small space at my disposal. Moreover, our tailors and outfitters have, so far, given little or no thought to this matter, preferring, may be, to wait until we ourselves know more exactly what our requirements are. The main difficulty, especially during the present kind of weather, is to keep warm, and I must confess that so far I have not succeeded in hitting upon the right thing, though one’s cycling experience helps one to attain that end more easily than one otherwise would.
CYCLOMOT.”

THE MOTOR CAR AND MOTOR CYCLE SHOW organised by Mr FW Baily and his confreres opened on Friday last…The show is small. One could walk the whole length of the gangways in a quarter of an hour, but the motor cyclist could profitably and interestedly spend two or three hours there, and if a study of the cars were to be added, there would be a lengthy day’s work before the spectator…the show…is at once strong and attractive in the motor cycle section. The only machines which are in any way notable, or which have any vogue, that were absent were the Simms, the Hewetson and the Singer. The tendency in motor cycles seems to be undoubtedly towards the vertical engine. Efficient lubrication, capable of being effected from the saddle, is being generally provided for, whilst many attempts to replace the surface carburetter with some form of pulveriser are evident. Whether an efficient and reliable spray or float feed carburetter, suitable to the conditions obtaining on the cycle, will be produced, remains yet to be proved. Outside flywheels appear in a few instances, but the first thought is that there is distinct loss of compactness, whilst the need is created for a guarding of the rider’s clothes from contact with the rapidly revolving wheel. Efforts are being made to master chain driving; whether we shall be more successful in this matter than our neighbours on the Continent have been is a question, but if success be not ultimately obtained it will at least not be for want of striving. But whether the chain takes first place or not as a means of transmission, some improvement is necessary to overcome slipping of the belt on the engine pulley. We observed that the public are becoming much better informed upon motor matters. There was an absence of the silly question such as ‘What is that thing for?’ Interrogations rather took the form of ‘Have you an exhaust valve lifter?’ and ‘Do you not think that the spray carburetter is more liable to weather changes than the surface kind?'”
The Ariel Co. Made on exactly the same lines as the well known Ariel quad, it nevertheless displays many important points, not so much in the engine as in several important items. The back driver is not attached to the spokes of the wheel, but is slung from the rim, so that it can be sure of being absolutely true, an advantage which one will speedily recognise when the wheel which is attached to the spokes so speedily gets out of truth and loss of power ensues. A very novel and simple combined oil tank and pump is attached to the frame. The action of pulling up the spindle is to draw in a charge of oil whilst the downward pressure forces it into the crank case. The general finish is the Ariel’s own, and nothing is wanting to render the design more attractive than to say it is an Ariel. The price is £45. An Ariel quad is also exhibited, price £150. Dan Albone is showing a new type of machine suitable for ladies and elderly gentlemen, strong and of the usual good finish, fitted with 1½hp Minerva engine, driving by hide rope well

protected to prevent catching the skirts. All levers are well placed and the whole is under thorough control; two brakes are fitted back and front, both on the rims, and Brookes’ saddle with back support. A well-designed and thought-out machine, and priced at £47. Farman Automobile Agency—In this cycle the engine is fitted nearly at the top of the bottom diagonal and rather to the offside, with the fly-wheel counterbalancing it on the near side. The engine is 1¼hp and has been made so as to fit into any good roadster machine. The drive is by a hide rope over a jockey pulley which can be adjusted if necessary, spray carburetter, and a waterproof induction coil so preventing the likelihood of trouble from rain. The lubrication is automatic and the complete machine is listed at £45. They also show a fine assortment of lamps and motor accessories. The East Riding Cycle and Motor Co show a novel departure in fitting the engine inside a loop formed in the bottom diagonal, the engine being vertically placed. The drive is by belting. Spray carburetter. Tanks for storage of petrol equal to 130-140 miles, together with two accumulators, induction coil, and lubrication oil being contained in one case. A sight-feed lubricator is fitted for the case and an extra supply to the bearings. The silencer is of the triple type, so that little noise can be heard from the exhaust. Two levers perform the whole of the movements for regulation of speed; that on the right.is the advance sparking and exhaust .lifter, whilst that on the left is the mixer. Two brakes are fitted. We illustrate the latest development in

connection with the Quadrant motor bicycle, and judging by the interest that has been taken in the innovation, the firm is likely to receive a great amount of publicity and most probably increased trade in consequence. The reader at a glance will see that abolishing the compression tap and advance spark lever, together with the objectionable and unsightly wiring, has done much to improve the appearance of the bicycle. Briefly, the entire manipulation of the engine is done by one lever. The air lever, when once set, is seldom interfered with for hours, and even in this connection, the management of the Quadrant Company have, after experiment, found out the best possible mixtures for the average day and mark the top of the air lever to correspond with the gas supply. When the lever—by that we mean the combination lever—is right back, everything, gas, compression and electricity is off, and the exhaust valve is open. On pushing the lever slightly forward the current is switched on by the entrance of a small tang on the lower side of the lever between two copper plates. As the lever is advanced the exhaust valve closes and until this is done no gas is supplied to the engine. As soon, however, as the valve closes the supply of gas begins and increases according to the position of the lever…A cyclist who is compelled to ride in the traffic of our leading towns will appreciate another important fact in connection with the Quadrant machine. That is that immediately the lever is pulled right

back the machine is simply an ordinary free-wheel bicycle and can be ridden amongst restive horses without creating the least noise. The Wellington sparking plug is a specimen of what can be devised by careful thought and complete knowledge of the requirements. It sells at 4s 6d, but its efficiency renders it well worth the price asked. Steiner & Co, of 142, Houndsditch, make an attractive exhibit of cycle and motor horns in a multitudinous variety of patterns. The quality of these goods, as well as of the pumps, lamps, and other motor sundries is unsurpassed, whilst all tastes and pockets are being catered for. New Hudson—Harry Jones, 148, Gray’s Inn Road, the sole London agent, is showing the New Hudson motor bicycle, fitted with 1½ to1 ¾hp engine; surface carburetter, accumulator, petrol and lubricating oil being kept in one case. The driving is by a hide rope. Two brakes, back Bowden and front brake made by the New Hudson Co, and named after them being fitted to the front rim. The lubrication is by a pump. The machine has a very neat appearance, with the supply tank painted aluminium colour. Werners—The new 1902 pattern sold in this country by Messrs Werner Motors, of Woodstock Street, Oxford Street, W are shown in the bay. The English-built Werner is a new introduction, selling at £50, having two brakes, and the workmanship being of the highest quality. The French-made machines are now fitted with the Morrow hub and a substantial front rim brake. The coil is of a new pattern with no visible terminals and lubrication of the engine from the saddle is now provided for. The method is absolutely reliable and it is not possible to miss the charge of oil. The contact breaker is new, the cam having no notches and no projections, but having instead a flat on it; the trembler blade is also minus projections. The result is an excellent trembling contact. The Werner with its vertical engine, large comfortable tyres, wide flat band and its many details that make for simplicity and efficiency, is a machine that will prove immensely popular during the coming season. Phoenix motor bicycles make an exceptionally interesting display because J Van Hooydonk has made a careful study, not only of the requirements of the motor cyclist, but of the possibilities of the motor itself and has adapted the latter to the former. We have already given many details of the Phoenix, notably the spare petrol tank, the efficient system of lubrication, the exhaust valve lifter, and a clearance from the handlebar and frame of all wires. The contact breaker is now an extension of the lever which lifts the exhaust valve rod and is operated by the lever on the handlebar. Recent improvements consist of the adoption of long levers to the gas and mixture taps to secure fine adjustment, a simple clamp for the trembler blade so that this latter can now be easily adjusted and readily renewed, and a simple device for preventing the oil from splashing out of the crank chamber through the pressure vent. The spring head and spring seat pillar have largely added to the comfort of the machine. It may be said of the Phoenix that good points can be found on every inch of it. The Holden is the only motor made with four cylinders entirely water cooled. It is a slow-speed engine of 3hp, and reliability has been consistently aimed at. The carburetter is of the surface type and lubrication is automatically performed when engine is running, ceasing as the latter stops. The engine drives on to a wheel, 16 inches in diameter, but despite the small size, no discomfort is caused to the rider sitting midway between the wheels. Complete control is obtained without the need for moving the hands from the handlebar, and other troubles such as overheating, faultiness at plug and so forth have been entirely prevented. The engine develops ample power to carry the rider to the top of any hill without any demand for assistance from him. A careful study of the Holden soon convinces one that worry and petty annoyance in the management of it have been almost abolished. The FN Bicycle is also shown by this company. This engine is made by the Fabrique Nationale, Herstal, Liege. We can state that the turn-out of this engine is worthy of the name of that celebrated engineering works. The engine is of the outside fly-wheel type, the latter being on one side of a large central bearing balanced by the cylinder and single disc crank on the other. This insures, perhaps, the lightest construction possible for small engines. It is securely attached to down seat tube. Transmission is by belt. The carburetter is neatly arranged under the top horizontal tube. This motor should appeal to the lover of the neat and compact; it is of 1¾

reputed horse power. EM Bowden’s Patents—The exhibit made by this company is bound to have an immense influence on the controlling fittings of motor bicycles, in much the same manner that the Bowden wire for brakes has made its mark for simplicity. Minerva-pattern motor exhibited has all its ignition, carburetter, exhaust valve lifter, and last, but not least, the friction clutch by which the chain drive is conveyed from motor to driving wheel worked by levers and wires on the Bowden principle. The Bowden friction clutch enables a ½in pitch chain to be Used as a form of transmission instead of the belt and yet provides a means whereby a certain amount of slip can take place when the jerks are apt to occur. The clutch is fitted upon the back wheel axle, and when thrown out of gear—for descending hills, &c—the chain is at rest. D Citroen & Co—The well-known ‘Minerva’ motor, fitted to various frames for riders of both sexes. All the latest improvements dealt with already in part when describing other stands where Minerva motors are fitted, are found. Those who wish to become thoroughly au fait with the engine and its parts should spend some time in examining the sections shown. We illustrate the new Minerva tandem attachment. This device can be fitted on to any motor bicycle in a few minutes, the uprights springing on to the rear axle and being locked by the nuts, whilst the saddle bolt holds the forward end. The attachment should, prove very popular. Princeps Autocar Co, besides showing a smart 4hp voiturette, are also exhibiting a chain driven

motor bicycle, with diagonal engine fitted within the frame, sight feed lubricator, either spray or surface carburetter can be fitted. The, front brake on first being applied breaks the electric circuit, and with further application the brake acts on the front rim The engine is 1¾hp and is free running, the engagement being by a gradual clutch. The accumulators are for 20 amperes hours and the petrol capacity for 120 miles. The price listed is £45 net. Alfred Dunhill is making a most effective display of garments for owners of cars. W King & Co, Cambridge, exhibits one of the highest-powered motor bicycles in the show, viz, a 2¾ genuine De Dion motor, which is thoroughly well attached behind the bottom bracket; the bottom of crank case rests on lower back fork stays. A large central case contains surface carburetter, coil, batteries and lubricant. The finish of these machines is admirable and they should appeal strongly to ‘speed merchants’. S Smith & Son make a most attractive exhibit of their justly celebrated watches and chronometers. So far, the needs of those owning cars have been catered for in the direction of suitable timepieces and speed indicators, but now attention is also to be paid to motor cyclists and their requirements. A new chronograph with a large flying second hand to facilitate the calculation of speed between milestones and so forth is already on the market, whilst a special speed indicator at a moderate price will be ready for the cyclist in the course of a few weeks. Excelsior Motor Bicycles, amongst the very earliest of the popular pattern to be put on the market, are now enjoying a well-deserved popularity. The samples on view exhibit many improvements, such as the new anti-vibrating spring head, an exhaust valve lift and other requirements. The lady’s bicycle is well designed to give ample dress clearance, and the rider and her costume are well guarded against mishaps. The Excelsior 2¾hp motor bicycle is a speedy vehicle out of which forty miles an hour has been obtained. The engine is air cooled and entirely English made. It is fitted with exhaust valve lifter, substantial contact breaker, large exhaust pipes and an excellent system of gravity feed lubrication. The engine also has bearings of an ample size. The frame of the cycle is extended so as to give room for the larger engine; a larger wheel base is thus given. The machine has been put to its paces on the track, and has proved fast and satisfactory. For hauling a trailer ample power is provided. Excelsiors are running in the grounds, and create a good impression. CR Base has laid himself out specially to cater for cyclists, motor cyclists, and owners of cars in the matter of tailoring and outfitting. His premises at 309 High Holborn are very central, and he is equipped for rapid execution of orders. McCurd’s instantaneous motor bicycle supports are devices which will prove an inestimable boon to bicyclists and tricyclists. The support for the three-wheeler was shown at the Stanley. That for motor bicycles is shown at the Palace for the first time; it consists of two pairs of collapsible legs, which hang from the chain stays, the idea being to leave them as a permanent attachment so that roadside repairs can readily be undertaken. Mr McCurd, of 21, Clapton Square, NE, will send full particulars on application. Davis Allen & Co—The Mitchell—This machine is perhaps already familiar to our readers through the numerous illustrations that have appeared of it. The engine is of very large size, 75mm bore by 90mm stroke, equal to over 2 actual horse power. It is attached to the upper portion of down tube. The cylinder head is in close proximity to lower part of steering head, perhaps the best possible position for cooling. A very ingenious spray carburetter, on the valve and needle principle, is fitted, and it has automatic lubrication, and adjustable jockey for belt.

This machine has much to commend it. It has been reported to do a mile in 1min. 6⅖sec, and is fitted with Goodyear tyres, of which we have everything good to report. The Eagle—This is what we should style an intermediate type of high-power motor cycle. Three machines are shown up to 8hp (genuine De Dion). The first thing to strike the observer’s eye is that a single driving wheel is used, Olympia Tandem fashion. This is chain driven, Renolds’ constant-pitch silent chains being used. Two speeds are provided by an ingenious system. The two chains on either side of driving wheel are geared, one for high and one for low speeds. The sprockets actuating these are fitted on a secondary shaft between engine and back wheel. These sprockets have internal friction clutches, so that either can be put in by means of a simple sliding cam and clutch actuated by a lever on left of driver. When the lever is in mid position the engine is freed from transmission and can be then easily adjusted before starting; on a long down grade the cycle can be allowed to run freely. The Rex—This company shows three bicycles and two light cars. Of the bicycles, two are of the older pattern with the motor inclined. The 1¾hp engine appears to he a thoroughly well designed and manufactured piece of work. The carburetter of the surface type is of large capacity and easy manipulation. Only one handle controls the speed, starting, &c. The cooling rings are square in shape, and of large surface—a strong point—and the plug paced in the best possible position for same, viz, centre of cylinder—is used. A combined current interrupter and exhaust valve lift is fitted and the frame is of excellent finish and the motor attachment of the most thorough description. The new pattern will create widespread interest. The engine and fitments are of similar pattern to the foregoing. A special point is the strengthening of the front fork which is of that double variety known as the cow-catcher pattern ; a large lubricating pump is attached in convenient position, and a Bowden brake to back wheel provides efficient stopping power. An extremely efficient silencer or exhaust box compares favourably with the “pepper caster” pattern of recent fashions. The interested reader should make a point of studying this machine most carefully, as it marks a strong step in the gradual perfection which we are attaining in the motor engine. And every item is of entirely English manufacture. The Primus Bicycle motor is of the De Dion type, of 1½hp, and is designed to be fitted in front of the steering head. An ingenious method of altering the gear, by using two rollers of different diameter to drive through, is shown. Humber—Broadly speaking, two types are shown. The ‘Humber’ Minerva appears in two grades at £45 and £55. Believers in the belt drive are catered for in this machine, and a special point is that the brake power is exceptionally strong, a back pedalling pattern being provided in addition to the usual front rim type. The fittings follow the usual Minerva lines. The valve lifter, timing and mixture all being manipulated from the handle bar in Beeston pattern, which is also fitted with spring head front forks. The Humber chain- driven motor bicycle is certainly one of the features of the show. Four T stays form the down tube from head to bracket; the cylinder is arranged centrally in the same plane with these, the four stays acting and occupying similar positions and functions to the four stays securing engine in air-cooled De Dion engine. The United Motor Industries, besides exhibiting a very large stock of all classes of motor accessories and fittings, show the Chapelle motor bicycle which has the excellent recommendation of being a two-speed one. The engine is a free one, and in descending long hills, with engine thrown out, the economy of petrol must be large. The changing is neatly arranged and can be done whilst riding. Another advantage claimed by this gear is that being able to throw the engine out, the machine can be pedalled at once without having to take the belt off. It is well made, with vertical engine. The special carburetter gives a constant level for petrol and is automatic in its action. The ignition is by either dry batteries or accumulators, which are fitted in a leather case and attached to the frame, The belt is tightened by a lever at the side of machine and is adjustable at the will of the rider. Derby Motor Bicycles are now

shown in three or four different types. As an alternative to the friction transmission, where the driving power is applied to the back wheel by means of a roller running on the tyre, a new pattern is shown where the driving power is applied to the, back wheel by means of a roller running on the tyre, a new pattern is shown where belt driving is utilised. In place of the roller a grooved pulley is used, and this pulley, which carries the belt, can moved nearer to or further from the rear wheel by means of the lever which has always been a feature of the Derby. Precision Co—This well-known Northampton firm exhibit for the first time, and their show fully realises our greatest expectations. The chief interest lies in the motor, which is a marvel of compactness. The points in this are extremely large phosfor bronze bushes to engine axle. The flywheels and crank axles are cast in one piece of steel, only one joint and nut being used in building up the fly wheel and crank. The plug in centre of head is certainly the best position for this and for the large diameter of valves. The small pulverising spray carburetter is amongst the really practical ones of the show, it being actuated by the rush of air on suction stroke of piston, lifting a small pin which allows petrol to flow through small holes in the sleeve of this pin; and being thus drawn into mixing chamber is caught up in current of air and carried violently against the edges of mushroom valve attached to top of petrol pin; this insures its complete pulverisation, and we expect good reports of it.”

“THE MOTOR BICYCLE CONTESTS AT THE CRYSTAL PALACE: Even the most optimist member of the Motor Cycling Club hardly dared to hope for bright genial weather for a meeting in February, but such were the conditions under which the sports meeting was held on Saturday last. Particular interest attached itself to these, the first exclusively motor bicycle race meeting and contests of speed which took place on the track and in the grounds of the Crystal Palace. The Motor Cycling Club, which made its debut on this occasion, and incidentally started motor bicycle races on the track for the coming season, are certainly to be congratulated upon having a fine day, a large gathering of spectators, and for providing some interesting sport. The novelty of the racing on the track naturally created some slight confusion among the competitors, one or two having to be disqualified for a breach of the rules forbidding the pushing off to cross the starting line with both feet, and some question arose na to the genuineness of the declaration

anent horse power; but the rules were laid down explicitly enough, and the matter can be safely left in the hands of the club. A serious complaint arose as to the prevalence of pins in the tyres of machines, several competitors having to stand down owing to this cause. This trouble has been rife through out the week, and if the playful author authors of the ‘joke’ had been found a warm time could have confidently been expected—and realised. Three events were held on the track, consisting of five-mile scratch races, divided according to horse power—viz, for motors catalogued at 1½hp or under; motors not more than 1½hp and not exceeding 2hp; and for motors at more than 2hp. Pedalling was permitted if desired. The first event was divided into two heats, E Dries (Derby motor) beating a field of three; TB Andre (Derby motor), second—time 10min. 36 sec. The second heat, Tessier (front driving Werner) won, covering the five miles in the good time of 9min 18sec. He got away from Dries in the final, and won easily—time, 9min 29⅖sec. The second event was run off all in one heat, the starters being: HW Stones (Rex 1¾hp), LS Watson (Chapelle 1¾hp), JH Dickinson (JD 1¾hp), and ET Arnott. (Princeps 1¾hp). Watson adopted a funny position, and lost interest before the finish. The Rex led, with the Princeps neck and neck, until the latter had to stop, and the Rex finished solus. Time, 9min 40sec. Only two

competitors fought out the higher powered event—viz A Westlake (Chapelle 3hp) and H Martin (Excelsior) with 2¾hp De Dion motor. Martin led from start to finish, Westlake gaining slightly towards the end. Pin troubles had affected the latter’s back tyre. Martin won, in the fastest time of the afternoon, 9min 4⅘sec. The venue was then changed from the track to the grounds, where the second portion of the programme, in the form of open speed and hill-climbing contests, was decided. The selected course, about three quarters of a mile, started from the road at the rear of the track and wound around to the terrace. Seven competitors took part in the event for engines of not more than 1½hp, a very fair proportion of the entries. E Dries on his Derby had trouble with his belt en route and had to retire, the other six starters, however, covering the course. There were four starters in the event for engines over 1½hp, and not exceeding 2hp; and one starter for that open to engines over 2hp The winners and their times are as follows: Event 4—For motor bicycles of 1½hp or under: 1, A Rivett, Blizzard (1½hp Minerva engine)—time, 2min 5⅖sec; 2, Bert Yates, Humber (1½hp chain drive)—time, 2min 16⅘sec; 3, F Perman, Excelsior (1½hp)—time 2min 22sec. Event 5—For engines more than 1½hp but not exceeding 2hp: This was won by ET Arnott, Princeps (1¾hp), whose time was 2min 13⅘sec; 2, HW Stones, Rex (1¾hp). This rider was disqualified for a technical breach of the rules, his starter overstepping the mark. Event 6—This was a ride over forH Martin, Excelsior (2¾hp). His time was 2min 16⅖sec. It will be noted that the 1½hp machines did exceedingly well.”

“THE FIRST RACE MEETING in England confined to purely motor bicycles, run off at the Palace at the on Saturday, created a lot of interest, and many cyclists, of note and otherwise, were there to celebrate the inception of the new sport and (incidentally) to pick up tips that would guide them in the choice of a motor machine. It soon became apparent that the matter of engine power has to be definitely settled somehow. All sorts of absurd powers are claimed by makers, but no doubt we shall in time come to call a spade a spade and not a steam excavator, and to this end such races as were held on Saturday will, largely tend when it is found that so-called high powered engines are penalised. The amateur question also requires to be settled. We do not want the restrictions that exist in cycle racing because the same conditions do not obtain.” Cyclomot.

“HOOYDONK’S HUNDRED. A cold, raw morning heralded the start of J van Hooydonk’s attempt to make a 200-mile non-stop run on the Crystal Palace Track last Wednesday. It was not inviting, but so much interest had been created in the affair that a crowd of fair dimensions lined the track. Starting off a little after ten o’clock, the Phoenix motor man made good headway, covering his first ten miles in 24min 21sec; 50 miles in 2hr. 2min 4sec; and IO0 miles in 4hr 14min 13sec. This is, if we remember rightly, the longest distance covered by a motor bicycle on the track. After the turning of the hundred it looked all Lombard Street to a China orange that an uneventful run home could confidently be expected. But the gudgeon pin loosened, and put an end to the attempt. ‘Trossie’ James was in command of the commissariat department. We believe Hooydonk had clothed himself in two or three vests, an ordinary suit, a macintosh, a sweater, a cardigan jacket, and about four pairs of leggings—and then he felt cold. The total distance covered without a stop was 105½ miles.”

“A RELIABLE SPEED indicator on the handle-bar of a motor cycle would be a most useful addition. Does such an article exist?”

“WITH A MOTOR BIKE on ‘greasy’ roads don’t jamb on the load, suddenly; the wheel may lock and a nasty fall result.”

“IF A TRIAL RUN of an engine on a stand is indulged in indoors, these cold times, don’t expect the engine to start work on the same mixture in the open. It will require considerably more gas.”

“IT MAY HAPPEN that in wet weather the spark will jump over the porcelain of the plug owing to the rain and very damp air. A good plan to prevent this (in an emergency) is to smear outside of plug with solution; fasten a piece of patching rather tightly round plug with solution. It is not a bad plan to fit a piece of rubber tube tightly over the whole plug.”

“IN THE PRESENT prevailing frosty weather a thinner lubricant is advisable. We have twice been ‘stuck up’ this winter from a ‘jambed’ piston, owing not to there being insufficiency of lubricant but to the latter becoming either congealed or too thick to be splashed by the crank. A very light modicum of paraffin will help considerably, and it is advisable to give the cylinder a cleansing, with paraffin after jambing in this way.”

“NEVER EVEN FOR an instant leave your electrical connection in situ after the engine is stopped, and don’t switch on before you are going to start engine. Do both these simultaneously. Both means ‘short circuiting’ and that is something like emptying a barrel of water by knocking the bottom out. An accumulator can discharge its full complement of Volts, amperes, &c, in about 30sec, and undoubtedly it ruins itself at same time.”

“IF YOUR ENGINE seems to slow uphill, don’t attempt to increase power by advancing spark. The spark must be adjusted to speed of the engine not vice versa. Generally speaking, in traffic it is better to control by cutting out either switch or with valve lifter or both—keep sparking about medium. It is not generally known, but to continually alter sparking knocks the engine about considerably. Always adjust your sparking very gradually to speed of motor.”

“WHAT THE PRESS SAYS: “The Daily News thinks it substantial. ‘MotorCycling—Under this title a new weekly paper has been started which is to be exclusively devoted to this latest development of the wheel man’s recreations. No 1 is a substantial paper presenting a large variety of articles directly and indirectly bearing on this subject, and illustrated with numerous pictures. It is published by the proprietors of Cycling (Temple Press).’ The Daily Mail is interested. ‘Motor Cycling is the name of a new paper published this week for the first time in the interests of motor cyclists. It is full of bright, readable articles and general information, and is excellently illustrated. The new paper, which is issued from the offices of Cycling, contains much that will prove of interest to car owners, as well as cyclists.’ The Birmingham Midland Express doubts not its value. ‘I have received the first issue of Motor Cycling which is published by the proprietors of that most interesting of journals relating to the sport and pastime, Cycling. The journal is excellently produced, and the contents are thoroughly interesting If the quality of letterpress and illustrations evidenced by the first number can be maintained, Motor Cycling will become popular, and will unquestionably prove of value to the followers of this important phase of cycling.’ The Daily Express considers the pastime established. ‘Motor cyclists now have a paper to themselves. The first number of Motor Cycling, an off-shoot of that excellent weekly Cycling, has just been published. From the quantity of news and illustrations, to say nothing of the advertisements, it is evident that the new pastime already stands high in popular favour.'”

“WHAT THE TRADE SAYS: Enfield Cycle Co (Ernest H Godbold). ‘Have received No 1 of Motor Cycling on which I hasten to congratulate you.’ Eadie Manufacturing Co (Frank E Baker). ‘The paper realises all our expectations and it will evidently set la pace hard to follow.’ Raleigh Cycle Co (GP Mills). ‘Many thanks for No 1. I consider it a most interesting number.’ The New Premier Cycle Co. We are glad to leant that your new publication, Motor Cycling, has met with such success.’ Strettons (Cheltenham). ‘Congratulate you upon the first issue of Motor Cycling. It quite fulfills our expectations, and we feel sure it will be the organ of the motor cycle trade just as is of the.Cycle trade.’ The Hudson Cycle Co. ‘We congratulate you on your first number of Motor Cycling—we consider it will be an immense incentive to the pastime of motor cycling, a most valuable paper to motor bicyclists, and a most valuable medium to advertisers.’ Bradbury & Co (WL Carritte). ‘I received the first number of Motor Cycling, and congratulate you upon it. It is really a wonderful pennyworth, and is the best first number of any kind of journal which it has ever been my experience to see. It promises to be equally as good as Cycling, and I think this is sufficient praise.'”

“SOME MEN I KNOW use motorcycles as they do bicycles, viz. on every possible occasion and merely as vehicles for getting from one place to another, even if they only be a mile or two apart. But I do not consider this fair to themselves or to the motor. For myself I am still content to consider motor cycling as a pastime, and I regard as extremely well spent an odd half-hour or so in going carefully over the machine from front to rear before starting out on a ride. Always do it before a ride—afterwards there is never any time, or there is no light, or somebody is waiting to see you. Always remember to inject those few drops of paraffin into the cylinder; test your battery or accumulator; see that the spark is strong and fat; examine well your tyres and fully inflate them; see that the contact breaker is free from oil; fill up your petrol tank; lubricate your crank chamber and see that you have a full supply of lubricating oil with you; try the bearings for side shake and put a spanner on every nut and see that it is tight. The half-hour may stretch into an hour and somebody may be waiting impatiently for you; but do not let that worry you. It will save you time later and render your ride more pleasant, even if only from the feeling of security gained from your knowledge that everything was right when you started.
Ernest H Godbold.”

“A GOOD TEST. It is popularly supposed that a 1½hp engine will not take an ordinary rider up a stiff gradient, but on Thursday, when in Coventry, we had ocular proof as to the fallacy of this statement. Just as a test Mr. Bayliss, jun free-wheeled down the bottom part of Bishop Street, turned at the foot, and at the same time started the engine of his machine. Without the slightest sign of a ‘miss’ the engine took him up Bishop, Street and right to the top of St Nicholas Street. The hill is not particularly steep, but it is of considerable length, and it must be remembered that the engine was not working until the machine was actually ascending the hill. It was a good test.”

“G BISHOP (COLOGNE)—Subscription duly received for Motor Cycling. Lieut-Col Milne (Bombay, India)—Will be duly sent to you. Thanks. WG Bluis (Cawnpore, India)—Glad to number you among our subscribers. H Goodall (Agra, India)—Duly received your subscription. Hope you will like No 1 when it arrives. HA (London, EC)—We advise you to get the Phoenix motor bicycle. Thanks for year’s subscription to Motor Cycling.”

“THE NEW WERNER. JSC (Tullow, County Carlow) writes to say that he has gone carefully into the matter of motor bicycles and has come to the conclusion that the New Werner is about the best. ‘Will you, or your readers, kindly oblige,’ he asks, ‘by informing me through your columns what the faults are, if any, in the latest type of Werner, as I am sure this question will interest more readers than myself?’ The New Werner greatly pleases us theoretically speaking, but, so far we have not had an opportunity of testing this type of vertical engine and spray carburetter.”

“IT IS OF ESPECIAL INTEREST to note that Mr Jarrott, who has ridden every type of motor vehicle from the bicycle to the racing leviathan in classic races, should bear such high testimony to the fascination attached to motor cycles. His reminiscences indicate the many types he has driven during his moting career: ‘A true Englishman is sporting to the bone, and in this, my opinion on motor cycling, I cannot help but think I am joined by others. In recalling some of my experiences, my mind was carried back to the memories of many motor cycles I have ridden—motor bicycles, motor tricycles, motor quadricycles, all sorts and conditions. Their little idiosyncrasies, their superb anatomy—the study of which the fates decreed should invariably be undertaken by the novice on a particularly wet and dreary day, on his back, in a particularly lonely and inhospitable spot. I remember that early Wolf-Muller bicycle, resembling in its transitory progress nothing so much as an abnormally active kangaroo. Eighteen hundred and ninety-six was the year and a few experimental rides were sufficient to convince me that, unless I buried the machine with a modest RIP inscription, my turn would come first—that is, so far as the burial was concerned. And then again, that long, snaky-looking bicycle—with the length of a quint and the strength of a feather-weight racer—on which I first saw the daring Fournier winding his way through the Bois. I had to buy it and I am since certain that Fournier was anxious to sell it. Only a 1¼hp motor, but it seemed such a flier in those days. I remember when I covered a mile in just over two minutes on this machine am the Sheen House track, that we all marvelled at the performance. That little De Dion bicycle also held some records. What tremendous feats I accomplished with it—running feats That is to say, one had to run beside the machine until it took it into its head to start, and then, by a remarkable acrobatic performance, insinuate oneself into the saddle. I am certain in those days I would have had a magnificent chance in the AAA championships. The little 1¾hp trike, on which I covered some thousands of miles, and on which I cultivated a sprint with a 30in pedalling gear which would have made even Zimmerman himself marvel. Another machine I call to mind—a bicycle this time—with the motor high up in front. The remembrance comes of a sharp rush up a greasy slope, and the glorious somersault as the grand finale. Then that particularly beautiful specimen of a dropped frame motor bicycle, which, however, in sympathy with the weakness of the sex, rebelled on my attempting to ride it: the peak of the saddle and the middle of the handle bar showing a desire for a closer acquaintanceship—I, meanwhile, sitting down hurriedly. And so on, with machine after machine, the increase of power and speed making the sport an ever new one, and in the end culminating in the machine with which I had set my heart on crowding in something more than 40 miles in the hour. As apart from the machines, some of my experiences with them endear the type to my memory. I remember with particular interest a long ride on the South Coast on the snaky-looking bicycle aforesaid. With the recklessness of a born fatalist I rode the machine for a time with no brake at all, but on this particular occasion, and knowing the hilly district I proposed traversing, I fitted a pneumatic brake to the tyre of the front wheel. The subsequent puncture down Cuckfield and the consequent failure of the brake, with the resultant deliberate cropper into the hedge to avoid a possibly more serious smash, impressed me considerably. Edge shared some of these motorcycle adventures with me, and it was sport beyond everything which started both of us in the 1899 Paris-Bordeaux race on our 2¼hp De Dions, with a few dry raisins in our pockets. Our subsequent meeting during the race, when I, after working my way into third position at Poitiers, short-circuited, and laid down (although it was pouring in torrents) to rest; my discovery by Edge, who had been having his troubles farther back; and our subsequent adventurous finish into Bordeaux—all memories! The racing track appealed to me as well. Who was it said that there was no sport in motorcycle racing? Surely, he spoke as a man not knowing. The uncertainty, the speed of the race, and the keenness of the finish always struck me as being a happy combination to make up a real sporting contest. And so I could go on, it seems, for hours. Paris-Berlin had its fascinations, a racing car has its charms, but it is possible, even in the world of automobilism, for one to become blasé, even though it be only temporarily; and, although the big-cylindered high-powered four-speed car holds me as its disciple, nevertheless I turn on every possible occasion to the motor tricycle; shortly to be replaced by a motor bicycle—of the latest pattern—as a very welcome change, and possessing a charm different from any other form of motoring.”

FREDERICK SIMMS founded the Society of Motor Manufacturers and Traders and became its first president. Well, it was his idea after all.

“ON FRIDAY LAST there was a fairly large gathering at the Crystal Palace of members of the fourth estate representing the technical and daily press, and of other gentlemen interested in motor matters, to witness the trials of a new motor war-car designed by Mr Frederick R Simms (the founder of the Automobile Club), and constructed by the Simms Manufacturing Company…The car is 28ft long by 10ft high by 8ft wide, and the weight with armour, guns, and fuel is 5½ tons. It is intended mainly for coast and road defence, to act as a mobile fort for resisting invasion. It can also be employed for carrying and hauling stores and men, for quelling riots, for search-light operations, and other warlike actions. It is controlled entirely by one man, who can remain below the level of the top of the armour, steering the desired course by means of mirrors. Two pom-poms and two automatic Maxim guns constitute the equipment, and each of these has a man to work it…The machine is driven by a 16hp water-cooled motor, having four speeds backwards or forwards, the lowest speed being 1½ miles an hour, and the highest about 11 miles an hour.”

“THE DRIVER HAS TO STOP his car if motioned to do so by any person in charge of a horse or by a policeman.”

“PETROL CAN BE STORED without a licence up to sixty gallons, kept in metal vessels securely closed and holding two gallons each.”

“THE MOTOR TAX—Motor cycles and cars under a ton in weight are liable to the following duties: Motor bicycle or tricycle, fifteen shillings per annum; cars or cycles with four or more wheels, two guineas per annum. If used for the first time after October 1st the duty is half that given in the above list.”

“THE MAXIMUM SPEED has been fixed at fourteen miles an hour, reduced by the Board of Trade to twelve miles.”

THE MOTORCYCLE UNION of Ireland was formed  and staged Ireland’s first motor cycle race.

A PATENT WAS GRANTED to George DeLong of New York for a motor cycle frame in which each of the three major tubes served as a container. The top tube served was the fuel tank; the down tube extended below the bottom bracket and contained the coil and battery; the seat tube housed the carburetor, below which was the engine. The Horseless Age reported that the half-gallon tank gave a range of 50 miles. The rider could choose between pedalling or motoring using a clutch fitted to the cranks. This also allowed the crank to be locked, providing a firm footrest. According to The Bicycling World after six months on the road DeLong’s prototype had “rendered excellent service”. It was said to weigh 60lb with a top speed of 25mph. De Long found backers set up the Industrial Machine Company to manufacture his machine but it never made it into series production.

“A CORRESPONDENT SUGGESTS that the average motor bicycle should scale about seventy pounds, adding a proviso that it be properly made and of good material.”

“THE SURFACE ALONG the North road lately has been literally inches deep in mud, and the motor bicycle rider has had to drive very carefully in consequence.”

“ON SATURDAY A GREAT many motorcycles were to be seen on the North road; five or six machines in a bunch were passed at the Duke of York, Ganwick Corner.”

“DO NOT FORGET THAT the license for a motor-bicycle costs fifteen shillings and that it is now due and overdue. It is better to make the best of it and pay up than to get summoned and have to pay a fine and costs in addition to the license. If you use a trailer attachment the license will cost £2 2s, that is to say, the same as that for an ordinary carriage. In many districts the inland revenue officers are very sharp, and are likely to be more so this year.”

“THE MANSON MOTOR BICYCLE. This new form of machine hails from New York. It is provided with a drop frame made of four tubes, each set of two running parallel to each other except near the head of the machine, where they converge to the central head socket. The engine is of the De Dion type, arranged in a vertical position at the front of the frame, and drives, by means of a chain, a cross shaft at the rear of the lower portion of the frame. A chain wheel or pulley is carried by the other side of this cross shaft from which a chain or band drives the rear wheel. The cross shaft and pedal crank shaft pass through a two-speed gear box. [An extremely early example of a two-speed transmission of the type that contributed to Indian’s hat-trick in the 1911 Senior TT—Ed]. The cranks are driven, by means of pedals carried at the lower ends of dependent or hanging levers, which are connected to the cranks by connecting rods. The handles are rigidly attached to the handle-bars, the starting and stopping switch being arranged to slide in one of the handlebars in close proximity to one of the handles. The chain wheel on the crank shaft of the engine is provided with a clutch so that the machine may run free when the engine is stationary.”

ONLY A YEAR AFTER it was set up Belgian firm Sarolea went racing and carried Martin Fagard to victory in the Belgian championship of speed at the Liège velodrome. Fagard went on to run the company.

OPERA SINGER Wilbur Gunn built Lagonda bikes powered by De Dion-style engines.

STANLEY WEBB developed a rubber and canvas drive belt.

GEORGE HOLLEY rode one of the motor cycles he and his brother Earl were producing to victory in an endurancer race from Boston to New York. A local newspaper reported: “His control of his machine was superb. Neither mud, dust, sand, ruts, hills nor anything else fazed him. Once when another rider complained of the roads Holley smiled.” Despite their racing successes Holley motorcycles did not sell well so George and Earl switched to cars and began making Longuemare carburettors under licence. Holley carburettors later became hugely successful, producing hundreds of millions of carbs for cars, CVs, boats and aircraft—but not motor cycles.

“THE HOLLEY MOTOR BICYCLE is an American production which will be marketed in this country by ED Morgan, of the Motor Works, Cheltenham. A specimen was shown at the Agricultural Hall and attracted considerable attention. It has a special frame, a large malleable casting being brazed with the frame and forming the ring of the crank chamber for the motor. The latter is of 2¼hp and drives through a flat belt on to a special wood rim, the tyre rim and belt groove being combined in one device which is built up in sections on Fairbank’s principle. The belt is adjusted by means of a jockey pulley which itself is adjusted by thumb and finger. A spray carburetter, a very large exhaust box and a sight feed lubricator are fitted, whilst the petrol capacity is sufficient for 60 miles,. A New Departure back-pedalling brake is used, and a front brake will also be provided. The machine is said to be almost noiseless and free from vibration and is moreover a powerful hill climber. It is priced at £45.”

“THE NEED OF A STRONGER made and more powerful lamp for motor cycling has been quickly recognised by the leading accessory firms. Joseph Lucas have a special lamp which burns petroleum and is said to be very satisfactory. Many riders have a great liking for the oil variety, however, and, if properly constructed, we do not see why this kind of lamp should not retain its popularity. The writer is at present testing a sample of one of the best known makes of this class of light-giver and will give his experience as soon as possible.”

“WITH THE VIEW TO encouraging the use of motors in Australia, the Government has abolished all customs duties, which were in vogue up to quite recently. New South Wales was the only one of the Australian colonies which allowed the free entry of motors.”

“IN CONNECTION WITH THE usual Charity Sports Meeting which takes place at the Aston track on Wednesday, it has been decided to bold one or more races for motor bicycles. About two seasons ago when a series of motor-tricycle races took place on the Birmingham track, the spectators were very enthusiastic, and it is hoped the introduction of the now popular bicycle form of motor will do much to revive the interest in racing in the Midlands. We think it would be wise, however, for sports promoters to allow only riders who have had some experience of path riding to compete.”

“NOT SCORNED, BY ANY MEANS! From the last ‘Automobile Club Notes and Notices’ we note that the Automobile Club has not relinquished all interest in motorcycles. An advisory committee is about to be appointed to consider and report what action should be taken by the club with reference to their encouragement. At a recent club meeting, when a paper was read on motorcycles, one of those who took part in the discussion that followed made a point of the fact that there was no doubt owners of motor cycles would eventually blossom out into car owners So, no doubt, some attention has been paid by the club to this speaker’s wise remarks.”

MARCEL RENAULT DROVE ONE OF HIS CARS to victory in the 615-mile Paris-Vienna race at a respectable average 39mph. But while cars dominated the event trikes and bikes made their mark. Georges Osmont finished 45th on his De Dion trike; the first bike home was a Werner ridden by M Bucquet. They both beat dozens of four-wheelers to Vienna and Michelin was so pleased by Bucquet’s efforts that they displayed a rather fine fresco of the man, his bike and their tyres at the company’s London office. Three other bikes finished: another Werner ridden by M Labitte was 58th; Herren Krieger and Podesenick finished 66th and 67th on Laurin-Klements.

“ALL THINGS CONSIDERED, I rate motorcycling as perhaps the most enjoyable outdoor pastime I know. Hence I lose no opportunity of voicing its claims, having a suspicion that most cyclists are still as ignorant of its charms as I was till the close of my ‘sceptical period’ last May. I have heard the motorcycle decried as a toy, but last year the statement was untrue and this year it must be dismissed as ludicrous. Personally I much prefer it I to the motorcar, combining as it does the delicious flight of the one-track bicycle with the ‘life’ of a motor-driven vehicle…the one-track machine has a charm absolutely unique and peculiar to itself, and to combine this with the advantages of a motor is to know what true cycling is; to experience at last in fact the cycling that used to haunt our day-dreams…Just think of the advantages! No more forbidding hills, no more absorption in ‘ donkey-work’ when running through fine but undulating country; no more discomfort, overheating and perspiration from undue exercise in broiling summers…high power and speed and last but not least, your arrival, fresh, wholesome and presentable at your goal…My own experiences have been acquired mainly in the company of the 1901 Werner, which, with all its faults, was to my thinking by far the most practical machine offered to the British public last year…The Werner was much superior to the Minerva…It was also much faster than the Singer, though not so powerful unaided on steep hills. I say unaided because, given auxiliary pedalling in both cases, it was, owing to its lighter weight, somewhat superior…That this machine was altogether satisfactory it would be absurd to contend; indeed it caused myself and other riders I know considerable trouble and expense before it proved thoroughly serviceable, but all the same it afforded us a season of keen enjoyment…I did not believe the published reports at first…but on a provincial ‘dirt’ racing track, I found its maximum speed about 32 miles an hour; a speed which might be kept up for a long while without overheating…until need of lubrication compelled a stop. The new 1902 machines will all have automatic lubrication but in 1901 we were not so favoured, except in the case of the Phoenix, which has set a most excellent example to makers in this and many other important respects. As to hills—the curse of ordinary riding in Devonshire such a machine will go up most long slopes without assistance and that at a good speed, and aided by pedalling will any hill that is likely to be encountered on a high road. most steep hills can be ascended (the rider assisting) at a quite exhilarating rate; a rate amazing to. those mounted on ordinary cycles, but, nevertheless, inferior to that which can be got out of a motor tricycle such as the De Dion or Ariel…This year will, doubtless, see the inauguration of many forms of motor-bicycle competitions on the track. Classes will be necessary and, of course, the high-powered advertisement monstrosity must be made to compete with enormities of its own type. I sincerely trust that these ‘puffing billies’ will not be encouraged by the racing powers that be. Intended for the track they will eventually emerge on to the roads, making moting odious in the sight of thousands…All good motists should do what they can to discourage the: production of these pests of the highways.”—E Douglas Fawcett [Fawcett was a mountaineer, philosopher and novelist who was a pioneer of colour photography and aeronautics as well as motor cycling.]

“RUGS AND APRONS and large gloves, which can be worn on a car, are unsuitable for cyclists. Nor can one reasonably be expected to adopt such cranky notions such as I heard of the other day. A man I was told of takes long strips of brown paper—certainly an excellent non-conductor of heat—and winds them puttee-fashion round his lower limbs before putting on his stockings. To protect the hands from the piercing wind he hangs a piece of card directly in front of each handle grip! [He had the last laugh as handlebar muffs appeared on the market soon afterwards—Ed] Truly some of us are willing to go to extremes in our search for comfort! The crackle of the paper when that man [presumably they called him Russell…sorry, couldn’t resist—Ed] is walking about, and the appearance of the pieces of dangling card, must create plenty of amusement for spectators. The warmest thing in gloves is a pair of a size or two larger than one customarily wears. The cushion of air between the flesh and the glove becomes warmed and is then an efficient protection against the outer cold. Padded gloves, though otherwise objectionable because the padding absorbs the moisture and becomes clammy, have this advantage, that the skin of the glove is kept away from the hand and the air lying between the two surfaces is able to fill its good office. But for all practical purposes I find that large-sized driving gloves are the best, and it is advisable to have them with gauntlets which completely close the openings of the sleeves and so prevent the inrush of cold air up the arms. The ankles are extremely sensitive to the cold and, in fact, the wrists and ankles largely control the general bodily warmth. If those parts are kept warm the body is generally warm—a fact which justified the mitten of our grandmother’s time. At the present there is nothing to choose between boots and gaiters and shoes and gaiters. With the former combination the ankles are kept, warm, but it is difficult to pedal, whereas with the latter combination pedalling, when necessary, can be done in comfort, Just the ankles are left unprotected in the gap between the shoe and the gaiter. What we want is a combination of gaiter and spat and ,there ought to be a big sale for a serviceable article of this kind. “

“The speedy division in the motor bicycle ranks will examine Champion’s mount with interest. The position of saddle and the abnormally long handlebars are expressly noteworthy. This Franco-American rider is been putting up a lot of fast times on covered tracks in the States.”

“FAST MOTING IN FRANCE. Janatzy’s recent record attempt gives an average speed of over 65 miles an hour. This speed is yet a bit under that attained by both Rigal on a motorcycle and Fournier on a motorcar, but Jenatzv intends trying again, and hopes to cover the distance in 30sec. His ‘mount’ is a car of the ‘mixed’ system—that is, with a combined electric and petroleum motor.”

GLENN CURTIS began manufacturing motorcycles when his former employer asked him for a self-propelled bicycle to help him commute—his route included a hill that was giving him trouble. Curtiss ordered an engine kit from ER Thomas in Buffalo, NY; what he received was a set of rough castings without a carburettor, ignition system or instructions. With the help of a local engineer Curtiss produced a working 130cc 1½hp using a carb adapted from a tomato soup can containing a gauze screen to pull the petrol up by capillary action.. The ignition came courtesy of the family doctor, who supplied a medical electroshock generator. The bike was dubbed the Happy Hooligan; not surprisingly it was crude but learning fast, Curtiss built better and faster. By year’s end one of his machines made the fastest time at a Labor Day road race in New York; within five years he would become the fastest man on earth.

JUDGING BY THIS COMIC CUT, from the Anerley Bicycle Club Gazette, little love was lost between two-wheeled folk and the authorities: “At the closing run concert, Long Crank Marshall sang a song about a ‘Happy Land’. Being fond of adventure, I obtained from him the exact address, and from here I am in a land where ‘coppers cease from troubling, and the perjury gets a rest’. How I got here, never you mind. It’s all right. Cyclists and motorists in this ideal country have a gorgeous time. They are looked upon as men and brethren; and not treated as criminals and vehicular pariahs, as you poor souls are in good old benighted, obsolete, manure manacled England, where any person with advanced ideas on locomotion is pounced upon by uniformed chawbacons, lectured at, and fined in and out of season, reason, and commonsense, by fossilised senile dunces with a hazy sort of notion that they can stem the march of progress by sitting on a bench and prating about public safety. These mis-guided duffers apparently cannot see what is obvious to everyone not blinded by prejudice, namely, that they very class of persons they now delight to harass and maltreat will within a short period of time arise in their might and cause them and their rotten system to be swept away as a disgraceful, disgusting menace to the public at large. But you must work your own destiny. This is the place for me. You go any place you like here. On the other hand, you find yourself mistaken if you think you can bash in the front of a person’s face with a bludgeon for five pounds. A man who tries this on is scalped, and they take it off level with the shoulders. The main roads here are nowhere less than two hundred feet wide, beautifully graded with easy curves, which can be taken at full speed. The surface is composed of some material resembling compressed cork with a dull green colour, so that it looks just like a freshly-ironed billiard table. Needless to say, sideslip is absolutely unknown, and owing to the beautifully smooth surface pneumatic tyres are not used, but solid rubber tyres of wide crescent shape. The cars are built with a system of spiral springs and rubber buffers, which make for luxuriousness and comfort to a surprising degree. There are permanent longitudinal lines ingrained in the roadway, dividing it into four stripes of fifty feet each—two for up and two for down traffic. The ‘slows’—that is, cars and cycles travelling at thirty an hour or under—have the strips next to the footway. The two centre tracks are for ordinary traffic, which averages about 120 per hour. The footpaths are fifty feet wide and railed off much in the same way as the promenade at Brighton, with the addition of a wire screen from rail to ground, so that it is almost impossible for any child, old person, or ordinary pedestrian idiot to dodge off the pathway suddenly under the wheel of a cyclist, and cause him to dismount profanely upon his nasal appendage. There are gates in the fence, of course, in charge of officials who are old cyclists, and know the game. Cows, horses, dogs and other disgusting insects, together with any antiquated forms of conveyance, such as trams, ’buses, bath chairs, and ‘beano’ juggernauts, are relegated to the subways, which are of ample width, lighted with luminous paint, well ventilated, and in all seriousness very much too good for them. Numerous sloping entrances to these subways give access to the surrounding country roads. No cycle or car is allowed to proceed at less than ten miles an hour on the main roads, but there are side bays for those desirous of stopping. No lamps are needed after dark, as the track is illuminated throughout on the electric diffused sunlight system which forms a complete and continuous dome of soft, sunny daylight overhead. When it rains there is no inconvenience—it is simply wet, not slushy; when it ceases raining, it is dry underfoot—not slimy glue; all owing to the excellent material of which the roads are made. The roads are in charge of engineers—not perjury experts—and they patrol in splendid cars which are in wireless telephonic communications with depots, so that in case of need a breakdown gang can be summoned from any spot, and parts being standardised to a marvellous degree, you have only to name the defective portion of your motor, and it is brought along by the workmen quite as a matter of course. No waiting about for six weeks while they send abroad for something that ought to be made at home if the authorities would give the game half a chance, eh! Every mile or so there is a fine bridge over the roadway, festooned in a most artistic manner with creepers and blooming flowers, and the sight is very beautiful. There are no fogs, and here again London is all behind, as it was discovered in this part of the world at least fifty years ago that fogs were caused by the local emanations from beasts of burden, and since horses have fallen into comparative desuetude, fogs are almost unknown here. Therefore, if you want to cure London of its fogs, get rid of all the horses and their effluvia (fugh!), and instate mechanical (and sanitary) locomotion. Take a tip from me: The ‘wicked city’ has got ten years in which to scramble up to date. If she has not done it by then, there will be no London. Cars may not drop oil around on the floor, but have to carry fenders underneath to catch any overflow or waste discharge. Petrol can be obtained anywhere on the slot system. You stop at a standard—I don’t mean a sewer ventilator, there aren’t any here—connect a flexible tube to your tank, drop your money in a slot, and your tank is filled. No screw caps, empty cans, funnels, spilling petrol up your sleeve, or any of that bother. Goggles are not to be worn, as there are no flies owing to the avenues of stately trees lining the thoroughfares being treated at the roots with McGlue’s patent injection, which has the effect of causing all the branches and leaves to exude a glutinous film to which all insects are stuck fast. Birds, therefore, instead of dashing hysterically about, sit up aloft, with the tables always spread, and warble sweetly. There is no dust, as the surface of the roads is not being perpetually polluted and pounded by horses, torn to rags by skidpans, or cut to pieces by iron-tyred vehicles. Each section of road is being constantly covered by a car fitted with a huge kind of Bissell carpet sweeper, which wafts along and gathers up any foreign matter, and oh! joy!! there are no water carts!!! Silencers really ‘silence’, which may strike you as funny, but it isn’t. A simple piece of mechanism—which I wonder I haven’t thought of myself—extracts the noisy part of the sound as soon as it is formed, and the slight residue which discharges into the air makes no more noise than a maiden’s sigh; and as it passes over a scent sachet, you have a perpetual nosegay. It’s lovely! So different from the paraffin-oil-stove sort of smell you are used to. If by some oversight a pedestrian does leak into the roadway, you simply drive straight at him, scoop him into the mancatcher in front of the car, copy the number of his licence off the soles of his boots—all pedestrians have to be licensed to walk about—and then whilst going at full speed, at the first opportunity, by pressing a spring at your side, you project him bodily into one of the overhead wicker baskets provided for the purpose. The attendant in charge gathers him in, dockets him, and dumps him into a rack. He’s then charged at the next Petrol Parliament (which consists of paid experts, and sits every day—not unpaid noodles who might sit all year round and not hatch any sense worth having) upon the count of ‘furious walking’. If found guilty he is fined ten pounds and costs, has his licence to walk about endorsed and is confined to subways for six months. A second offence means twice the fine and two hours’ infliction of the ‘bastinado’ [“punish or torture by caning on the soles of the feet”], but applied higher up than usual, and from the rear. All this is as it should be, and I am applying for the post to wield that bastinado, as I owe those pedestrians one.”

“A SIMPLE SPRAY CARBURETTER. Messrs Dalton & Wade, of Coventry, are the inventors of a simple form of spray carburetter, which consists of a casing the lower part of which forms a reservoir for the petrol, and the upper part a chamber to contain the spray mechanism. The petrol is forced by the pressure of the exhaust. or by other means, through a pipe which delivers it on to the bristles of a rotating brush. This is driven by the motor through suitable gearing. A stop or projection is arranged in the path of the bristles so that they are deflected and rebound into their normal radial position at each revolution, and as they rebound they throw the liquid into fine spray into the air as shown. The position of the stopsor [sic] projection may be regulated by lever or other mechanism, and thus the amount of spray may be varied. The upper part of the casing is furnished with an air inlet and an air exit, so arranged that a current of air passes through the spray to the inlet valve of the combustion chamber of the motor.”

“A CURIOSITY IN MOTOR-BICYCLE DESIGN: The machine illustrated is the speciality in motor-bicycles brought out by Motor Wheels, Ltd, Euston Road, London. It departs entirely from conventional practice in design, the whole of the motor gear being carried by the front forks. The motor is a Simms, fitted with magneto ignition, and the drive is by a Crypto gear to the front wheel axle. The petrol tank, carburetter, coil and accumulator are supported on a bracket attachment carried by the forks. A stout flat spring fixed between the handle-bar and stem reduces the vibration considerably. Whether or not a machine of this type would be liable to side-slip badly is a doubtful point.”

“SIR,—YOUR PAPER [MOTOR CYCLING] HAS been a great success, and must have helped many. I notice a contributor says that ‘two seasons ago the motor-bicycle was almost unknown as a practical and reliable machine’. It may well have been—to him—but it is not true that it was unknown. There were plenty in France, and I myself rode 2,000 miles on my Werner in England in that year—1900. It was very practical and very reliable.
Algernon L Bennett.”

SIR,—AS AN INSTANCE OF ADVANCE in the reliability and simplicity of motorcycles,I thought I would send a few lines to tell you of a capital run I made the other day on a new Singer motor-tricycle. It is exactly 103 miles from my house to this town (Bath) and, leaving at 10am, I actually accomplished this journey with only one stop, that being 51 miles out—for lunch. I therefore made two absolutely non-stop consecutive runs of 51 and 52 miles respectively, each run taking 2¾ hours. I used exactly one gallon of petrol and half a pint of lubricating oil from my oil pump tank. I did not experience so much as a misfire that I could detect, and must say that I have fallen in love with magneto ignition.
W Herbert.”

A RIDER IN NEW ZEALAND recounts his experiences with one of the earliest motor-bicycles—a Minerva—sent over. Taking it to Christchurch, where a big Cycle Carnival was in progress, he caused quite a sensation by riding it a few times around the track. A few days afterwards another race-meeting was held, when the first automobile race ever run in New Zealand was one of the events on the programme, and the Minerva had rather an easy win.”

“A WEEK-END POTTER. On the slippery North Road, during last week-end we saw Hooydonk and AF Ilsley, the latter on a chain-driven ‘Humber’. Further on, the Lord Advocate of Scotland on a ‘Phoenix’, and CW Brown on an’FN’ were noted getting over the greasy ground with comparative comfort.”

“IN A CHATTY LETTER we received the other day from that prolific inventor, PL Renouf, he tells us that he believes be has solved the problem of providing a graduated speed gear, working from zero to 1 in 4. He has been working on this for some years. In the working model, by merely turning a handle while the motor is running, the driving wheel can be started from absolute rest to any required speed and back again to rest. ‘The gear,’ he writes, ‘is simpler and cheaper than any two-speed gear as yet made, has no slip, no friction clutches, cones, belts or toothed gears, is quite positive and can be made automatic, so that the vehicle will gear itself down on a rise and gear itself up again on the level.'”

“Furious driving to the public danger ought most certainly to be put a stop to, but we cannot overlook the fact that the Bench is very often too severe on cases of so-called ‘furious driving’ brought before them. At Gloucester one day last week the driver of a car was fined ten pounds and costs (thirteen and threepence) or one month’s hard labour for driving a car from Gloucester to Cheltenham at a speed variously estimated by the witnesses who gave evidence, at from 14 to 40 miles an hour.” [His fine and costs would equate to well over £1,000 today—Ed.]

HUMBER OFFERED two models; one with a 1½hp clip-on engine hung from the downtube (described as being on “Minerva lines”) and driving the rear wheel via belt drive. The other was made under licence from Phelon & Rayner (later better known as Phelon & Moore) so the 2hp engine (at 1,800rpm) served as the downtube and drove the rear wheel by chain in two stages. They were raced by the work’s riders JF Crundall and Bert Yates. In its Stanley Show report, Motor Cycling described it as “an extra strong and rigid machine…a specially good feature is the spring friction clutch to absorb any jerk or shock from the motor on staring…Another excellent feature in an arrangement of pawl and ratchet wheel o. the crank system which allows of the machine being easily pedalled if the rider runs short of petrol….The ignition is, of courser, electric and a trembler is fitted to the coil ensuring certain firing at very high speeds…The workmanship and finish of the machine is of the highest possible.”

…and here’s a technical review of the new model, also from the pages of Motor Cycling:

“THE HUMBER MOTOR-BICYCLE is made by the firm which has long held a leading position in the world of cycles, and the experience of years in building cycles has been combined with the results of studious experimenting with motors. Humbers pin their faith to chain driving… the advantages which accrue from this form of power transmission have all been secured, whilst its objections have been overcome. They have also adopted the inclined position for the motor, which is carried on the frame in a novel manner. Four parallel tubes spring from just below the head of the bicycle, and continue to a bridge in front of the crank bracket. These take the place of the usual lower tube, and the motor is placed between them. One result is that the weight of the motor is carried between the points of support, and the framework of the machine is enormously strengthened, both lengthways and laterally, whilst the further result is that the dimensions of the motor need not be skimped Humbers have adopted a cylinder bore of 2⅝in with a 3in stroke [266cc]; the engine, running at its best speed, will develop 2hp…The fly wheels are carefully balanced, the aluminium case serving as a dust cover and as an oil-retaining bath to lubricate the piston…A noteworthy feature is the distance to which the spring to the exhaust valve has been removed from the source of heat. The life and strength of the spring are thus not impaired to anything like the usual extent. A large silencer is carried below the bracket, and the heat waves from it and from the cylinder are carried well away from the rider. Chains are used to transmit the power of the engine to the rear wheel, and also for the pedal drive…This second chain is the same length as the pedal drive chain, so that they are interchangeable…The motor drive chain does all the work, except when starting the machine by the pedals, and when it becomes worn it can change places with the pedal drive chain on the opposite side. Proper means of adjusting the chains are provided…the chain ring on the engine axle is provided with a tension clutch—a disc forms part of the axle, and the chain ring is held by a powerful spring on the outside, tight enough to the disc to enable both the rider to drive the engine for starting, and for the engine to drive the cycle. But, should any sudden strain occur, the disc and chain ring will slip. By means of the locking rings this slip can be modified as the rider may desire, but its main function is to

prevent any undue strain from snapping the chain. The intermediate axle through which the engine drives is hollow, the pedal shaft passing through it. A small trip catch is provided on the left hand crank, which the rider can throw in or out of action. When thrown in, it enables him to drive the engine; when thrown out, the engine is disconnected from the pedal drive, and the machine becomes an ordinary chain driven, free-wheel bicycle, because free-wheel clutches are provided on both chain rings on the rear hub. This trip catch is easily changed by the foot without dismounting. The free-wheels permit of the machine overrunning the motor, so that, on down grades, the act of switching off the current stops the motor entirely, and it is restarted by one turn of the pedals. The front brake lever has in contact with it a little fitting in the form of a spring, to which one wire from the battery is brought. The act of raising the brake leaver breaks the current, and so a most convenient switch is provided. Further raising of the lever applies the brake. The fitting is turned over sightly, so as to act as an interrupter. The petrol tank holds a little over a gallon, or sufficient for over 100 miles. The petrol is conveyed through a pipe to the carburetter, the supply being controlled by a needle valve operated by a thumb-piece at the top of the tank. An ingenious arrangement in the carburetter prevents flooding. The float, on rising to the highest permissible point, lifts a lever, which closes the inlet and no more petrol can enter until the float has fallen…A curious feature is the absence. of a. throttle valve, full supply being allowed to the engine at each suction. The power of this mixture can, as usual be slightly modified by the mixture tap, but speed is gained advancing the sparking. The compression tap is -dispensed with, as also is the exhaust valve lifter; the consequence is that, when the mixture tap is set, the machine is driven by one lever, plus the brake lever switch. An improvement on the exhaust valve lifter is provided. This device…does not permit an explosive mixture to be drawn into the engine, and merely allows the engine to run free. In the Humber the speed lever, when put at its slowest point, brings into action a cam, which opens the exhaust valve at the commencement of the compression stroke. The consequence is that part, and part only, of the charge is expelled, and the compression is eased, but the remainder of the charge is sufficient to start the engine running. It is a very fine method indeed. The Humber is, consequently an extremely easy machine to start and speeds from 1-30mph can be obtained. Oiling is arranged to be done from the saddle, the oil tank being nest the head, and a small force pump containing one charge conveying the lubricant to the engine through a three-way tap. The coil is provided with a trembler, so that only a wipe contact is needed at the contact maker. The coil in its case is carried in a stout aluminium bracket extending from the down tube. The saddle is carried on a spring pillar so that vibration is nullified, and the machine is provided with ample brake power. The quality of the workmanship is of the best, and the machine has gained several distinctions, such as the highest award at the Crystal Palace Show for the best British built motor-bicycle, and the silver medal at the Liverpool motor trials. It also won first place in the recent motor trials , at the Palace.”

“WITHOUT IN ANY WAY wishing to cause alarm or even excitement, we feel compelled to utter a word or two of caution to those who may be about to handle petrol, which to the observer appears about as harmless as water, and which for this reason is so frequently treated with contempt, not only by the ignorant, but by those whose long acquaintance with its marvellous powers should have taught them proper respect. To the ordinarily careful there is nothing whatever to fear, but before one becomes ‘ordinarily careful’ it is usual to have rueful experience of what carelessness can result in. To avoid possible expense of such a nature, we think it would be well worth making thorough acquaintance with the ‘spirit’ at the outset, by, say, placing a small quantity in a saucer, which should be placed in the open, well away from woodwork or anything inflammable, and then lighted, but care should be taken to first fix the match at the end of a stick in order to preserve one’s whiskers. There will always be those to whom the mention of fire is sufficient to badly alarm, and who make burdens of their lives by taking continuous and elaborate precautions in order to avoid so warm a form of excitement, but such over-careful people are usually those who meet with trouble. Petrol, like most other things, only requires to be treated with common sense, from its storage to its consumption.”

“THE FARMER’S SALVATION. (Our contemporary The Traveller thinks that the use of alcohol, instead of petrol, for driving motors will effect something like a revolution in the farming business, as this spirit can be readily distilled from potatoes, artichokes, and other things….'”Bless him!” says the farmer, smiling, As he sees the motist come. Here’s the man who’ll save the country! Here’s the man who’ll make things hum! He’s the farmer’s benefactor, And I’ll tell you why he are—It’s my artichokes and turmuts What’s a-driving that there car!’ Sydney J Taylor.”

“THE STAND WE ILLUSTRATE is the invention of Mr AG Quibell, a well-known North London cyclist, of Pemberton Road, Harringay. It is constructed of teak or other sound-grained wood, and is sufficiently substantial to support a motor cycle and to allow the rider to sit upon the machine and to run the engine. The advantage of being able to start the engine running and then to dismount and watch it in action requires to be tried to be appreciated in full. In no other way can the contact breaker be more perfectly adjusted. Quibell’s stand is made to close up, parting at the apex of the triangle, each pair of uprights hinging at one end of the base. “

“AN INVALUABLE ACCESSORY TO THE MOTOR BICYCLE. One of the most puzzling problems for the motor cyclist at times is how to know whether the accumulator is charged or not. No more reliable means could be adopted than to use a test lamp. It is always stated that an ammeter and voltmeter are the proper instruments; this may be so when they are used by a practical electrician who knows the difference between current pressure and quantity. In the hands of the novice they are likely to prove a delusion, and may be the cause of leaving him high and dry on the road with a discharged battery. The test lamp consists of a very small 4-volt incandescent bulb. This must be supplied with a ‘bayonet-catch holder, and- a yard of thin flexible wire (get this from a dealer in electric light fit-tings—don’t go to an optician’s shop for it, as they are likely to charge .you 10s to 15s; the proper price is 3s 6d to 4s)…Simply connect the ends of the wire to your terminals, and if the battery is charged your lamp will glow brightly; leave on for a minute or so, and if the light keeps up you are tolerably sure your battery has a good charge in; if it dies away to a red-heat your battery must be re-charged at .once. A voltmeter will very often show 4 volts with, a nearly empty battery, simply because the resistance of the coils of the instrument are so high that no current is used scarcely in moving the needles of it. The lamp is also most valuable as a source of light for looking into obscure corners of motor and carburetter where an ordinary light would be dangerous. It is very small and compact, and easily stowed in tool bag.

SOMETHING NEW IN SPRING FORKS. The spring forks we illustrate are particularly applicable to motor cycles. The construction gives great strength combined with an absolutely free movement in a direction parallel with the rake of the frame. The direction of this movement is most important, as a wheel passing over an obstruction does not receive the blow vertically but in about the direction mentioned. The spring is so placed as to receive the full effects of the blow, and little or no shock is felt. The handle bars are particularly free from vibration. There is also only one working joint in these forks, and that is where their top is guided by the handle bar stem. The same principle has been applied to the rear of a cycle frame in a way which does not affect the driving in the least. These anti-vibratory devices have been patented by Mr GE McCrea, whose address is: c/o The Sturtevant Engineering Co, 147, Queen Victoria Street, London, from whom all information may be obtained.

“THE MAN WHO WAITS. Whilst it is our intention to do all that is possible to hasten improvement in the motorcycle, we do not wish our remarks or opinions to be misconstrued by the inevitable individual who, from the inception of the ordinary form of velocipede has gone through life with the fixed intention of ‘waiting a little longer, as great improvements are being made and prices are coming down’. Many a man has allowed his best years to roll by in this illogical. manner, and has entirely deprived himself of participating in many a pleasurable pastime or pursuit. What can be more enjoyable than top take a comparatively crude idea of great promise and watch its progress towards perfection? To our mind the motorcycle affords an opportunity in a thousand, and many of those who at this stage take advantage of it will in course of time surprise their friends and themselves by developing into experienced engineers or experts and be able to apply thew knowledge engineers or in directions hitherto unthought of. To the man who requires to be carried about front place to place as if he were a mere sack of coals, we at once say, ‘Don’t touch motoring at all, your intelligence will be unduly strained and you will be much happier in your cab, ‘bus, or train.’ But, living as we do in a mechanical age. we are not far wrong in assuming that the average individual is more than equal to following the development of such a comparatively simple piece of machinery as the motorcycle, and is certainly more than equal to enjoying the unlimited scope for easy travel which it affords. Therefore we are justified in advising those who ‘waiting for improvements’ to abandon the bad habit and, if they can afford it, to take the plunge, purchase a machine and participate in the unlimited pleasure obtainable from being able to follow discussion and development.”

“AGAINST BIG POWERS. With the air full of talk of high powers, it behoves the cautious rider to be moderate in his aspirations and to be determined in his resistance to the wiles of salesmen with heavily powered motor bicycles to sell. The machine with a motor developing 2¾ or 3hp is not a mere plaything to be lightly taken in hand by the novice at motor management. Rather is it the vehicle for the expert, for the man who desires to shine on the race path or to cut a dash on the road. A cycle with a 1½hp motor can travel, under favourable circumstances, at 25 miles an hour, with a minimum of about five miles an hour, though, of course, this speed can be still further reduced by intermittent firing or by entirely shutting off gas occasionally, and it seems reasonably obvious that a machine capable of doing this touches the limit of recommendation. We strongly urge him to whom this sport is new to start modestly with the low-powered vehicle, to learn all its good and bad points, to become thoroughly familiarised with its working and management and then, when knowledge has been acquired from practical experience, the next step to the bigger powers can be taken with confidence if the change is justified. Moreover, the owner of a 1½hp cycle need not be ashamed of the speed capacity of his mount, for the recent speed tests at the Crystal Palace showed that the higher powered vehicles were, in comparison, very little faster, and against this they are much more unwieldy—rather an important point when stabling the machine.”

THE RALEIGH COMPANY, after long and careful experiment, have adopted the Werner’ front-driver type of engine. The company maintains that this motor is in the best possible position for cooling, out of the: way of dirt, and the weight is more equally distributed over the machine, than is the case with other types where both the rider and engine are weighted on the back wheel. The engine is controlled entirely from the handle bar, and it is not necessary to remove one’s hands therefrom to manipulate the motor in any way. Adjustment is provided for the driving belt, and special lubrication for running the motor up to 100 miles, without a stop, is provided. The compression tap is dispensed with, and an exhaust valve lifter fitted.”

“TOOL BAG EQUIPMENT. This subject requires careful consideration, as upon having the necessary tools, fitment or material at hand depend the possibility of effecting a repair. Now, in the first place, it is important to have a good-sized bag or valise. This need by no means be clumsy; in fact, the best accessory makers have already solved the problem of being able to supply a tool bag at once roomy and compact. Then as to its contents—here is a complete list suitable for executing all repairs capable of accomplishment on the road: (I) A good, adjustable spanner; see that this opens out to the size of largest nut on the motor; avoid one having ‘soft’ jaws; pay a fair price and get a.well-tempered one; (2) A pair of light ‘combination’ pliers having wire cutters and tube or nut grip—such as the footprint pliers; (3) A small but strong screwdriver, with the blade well tempered—broad and sharp; (4) A small oil can with tight fitting stem and cover to hold petrol. and larger oil can for lubricating oil; (5) A small flat (medium cut) file (6) A very small dead-smooth half round and flat file; (7) A yard of No 16 copper wire; (8) 2 feet of asbestos string;. (9) A few inches of ¹⁄₁₆ inch thick asbestos sheet; (10) A foot of rubber ‘insulating’ strip ½ inch wide; (11) A small piece of marine glue; (12) A good tyre repairing outfit; (13) A strip of pliable leather ⅛ inch thick. Also remember it is advisable to obtain these duplicate fittings: one spare sparking plug (if yours is a genuine De Dion have an EIC plug in reserve, or vice versa);. one spare exhaust valve, with its spring and cottar, one trembler blade and platinum tipped screw, one washer for exhaust cover (the inlet valve does not go wrong often, but it would be well to have an extra spring, washer and split pin if not a complete valve), one extra belt fastener, a few spare nuts for the various jointed rods (as these sometimes come loose with vibration), and a small spare 4-volt battery can be strongly recommended as a reserve supply of current. Some enterprising makers of storage cells have recently brought out such a, battery, having a capacity for charge equal to 25 or 30 miles; they are very light and compact, and well worth carrying on a few days’ run or tour. The above list may seem a very long one; but really the things take up very little room and all except the last will easily go in a square valise 7 inches wide by 4 inches high by 2 inches deep.”

“IMPORTANT POINTS TO BE remembered if mishaps are to be avoided. 1—Keep the accumulator up to pressure and avoid the damaging practice of ‘flashing’ the terminals with a piece of wire or the point of a knife. 2—See the platinums are clean and well adjusted on trembler. 3—Attend to the belt (dress it with castor or cotton oil). 4—Have the exhaust valve well ground on its seat. 5—Don’ t use petrol that has been exposed to the air. G—Keep tyres hard, and repair surface cuts to avoid a ‘burst’. 7—If you can’t manage the electrical adjustments get the advice of a competent motor electrician. 8—To avoid slipping on greasy roads, reduce your speed, and steer wide when rounding corners.”

“WHAT A STOPPAGE OF MOTOR may be due to. The following are some causes in order of probability: 1—Sparking ceases, either from contact breaker out of adjustment, a short circuit on the wires, oil on platinums, porcelain of plug cracks, sparking wire inside porcelain loosens, battery may be exhausted, a bad frame contact somewhere, a broken wire, platinums burnt or loosened, oil or carbon on sparking wires. 2—Petrol will not evaporate quick enough, due to poor quality, or on a cold day even the best petrol may fail, or supply pipe to carburetter may close up. 3—Sparking lever may have worked back to a retarding position. 4—Piston may get fast in the cylinder, due to want of, or perhaps too much oil. 5—Exhaust valve may lengthen slightly and refuse to close its its seat. 6—Overheating may occur through a bad proportion of air and gas. 7—A joint may give at the inlet valve. 8—Exhaust valve spring may lose its ‘temper’ by heating and not pull down the valve sharp enough. 9—Exhaust valve stem may bend slightly and jam in its guide or bearing. 10—Inlet valve stem may break through at the cottar slot. 11—Motor axle may bind in its bearings through excessive friction. Serious breakdowns may be due to: damaged piston, piece broken off, or the rings may have worked out of position; connecting rod or gudgeon pits work loose from inside piston; crank pin loose in its bearings; key-way for pulley may strip the shaft, or it may come out if the nut slacks off; pinion wheels for two to one shaft may have a damaged tooth; exhaust valve lift bent or locked in its guide. So far, these faults are confined to the motor itself. The induction coil, of course, may spring a leak, an inside connection may break, or the condenser get perforated. Repairing these is quite beyond the amateur’s capabilities.”

“IN ATTEMPTING TO DRAW definite conclusions from the chaos of indefinite experiments already in our hands, it is well to consider the most important factor, ie, the future motor cyclist. Will he become something of an engineer, even an expert, or is he to be simply regarded as the controlling or steering element of an absolutely reliable and efficient machine?…A century ago when the horse was the most convenient means for quick or individual transport, the average man knew a vast deal more of horse flesh in all shapes and forms than he does to-day…Again, as pneumatic tyres and the improved bicycle made this once despised instrument a practical and safe vehicle for most of us, the common knowledge of its various ailments increased until the boy in the street and average school girl could repair a punctured tyre and adjust a bearing—things at one time of deep mystery even to the expert mechanic and rider…What is it we are all calling for in demanding increased ‘efficiency, reliability, and simplicity’ in our future machines? Take as our first example the bicycle. What could have been more simple than the dandy-horse. Watch its development into the tall bicycle of revered memory. Added efficiency was certainly gained by introducing cranks, at the obvious loss of simplicity. Then came ball bearings, and again a higher efficiency was attained, with distinct loss to the other two factors. Again was the machine metamorphosed and we had the safety bicycle, and added chain and crank bracket—thus once more was efficiency gained at the expense of simplicity. And then the crowning improvement which has really been the salvation of both bicycle and cars, to wit, the pneumatic tyre. This, which increased the efficiency of the bicycle perhaps 50%, is most likely the least reliable part of the bicycle and motor, and certainly not the simplest. Remember too, that by efficiency mere speed is not meant, but greatest economy for given power, and surely this is the hidden end of all we mean…The locomotive, mining machinery, and the mills all tell the same tale…Let us turn to the question of form or structure. We may be assured that the machine will be of a single-track type as this is far more efficient than any other: We may also take it that the steering will be much as at present, at least in general arrangement, as this has been well proved up to very high speeds, and is all that can be desired at low ones…Are we to have a saddle or a commodious seat ? This depends much upon whether the pedals are discarded or not…there is very little indeed to guide one at present, for there are both patterns on the market…Now my experience has taught me that the most dangerous factor in a single-track machine is excessive weight. All the early machines erred on this point, and one has only to spend a minute with anyone who has had experience of those early efforts to learn that weight was their most fatal point. As machines became lighter pedals and chain were added, because the former make good foot rests, and save one from being cramped by the facility with which occasional movements may be made…their convenience is so obvious that it is unnecessary to dilate upon it…Last summer, I was riding between Barnet and Hatfield on my ‘Bluhm’ motor (weight 130lb). On our return, about eight miles from the latter place, the crank broke, the engine at once becoming useless. Knowing what had happened and seeing how unavailing it would be to dismount, I pressed the clutch which disengaged the engine and pedalled those eight miles in something under 45 minutes. Of course the run down Digswell Hill accounted somewhat for this good average on so heavy a mount. I contend that however perfect and reliable we may make our motors, accidents of this kind will always occur, even as they do on railways and steamships. One may go for years without such, but when it happens, how much one values the convenience of being able to get quickly and expeditiously to a resting place for the night or a depot for repairs. Not only is the pedalling arrangement invaluable from that point of view, but one finds it a great convenience at times when it is not expedient to run one’s engine…However, the pedalling gear…must be subservient in its position and proportions to the best placing of the motor itself. If we were discussing a motor-assisted bicycle the reverse would obtain, but it is becoming apparent that the motor-propelled bicycle has a larger sphere…The secondary propelling medium must give way to the primary in points that affect their mutual efficiency. For instance, take the first Minerva designed to occupy ordinary bottom-bracket space. The bearings of this machine were much too narrow, valves and piston were also inadequate for a motor.bicycle, and for a motor-assisted bicycle it was too heavy. But…the efficiency of a motor for a given power, or petrol consumed, is also largely dependent on the inertia and resistance of the mass propelled. We must reduce weight to the proper level consistent with safety and convenience…Let us make a resumé of our conclusions. So far very little progress has been made towards a complete machine (the bicycle of the future), but we have first our wheels , next probably pedals and then the engine position undetermined, having ‘outside’ fly wheels. Shall our motor be air- or water-cooled, vertical, inclined, or horizontal? There are reasons by which air-cooling on a bicycle is more perfect than on a tricycle, and as a slower running motor may be used let us assume it is also air-cooled. The multiple-cylinder engine has, doubtless, a future, and it may be that both types will develop side by side, even as we see in cars to-day. It is better, perhaps, to deal with these later, and proceed to evolve our standard type of single cylinder. Now it is position that claims our attention. This involves a double issue, viz, position in frame of motor and the position of the motor ‘per se’…Scarcely two motors follow the same line. But it is well to recollect that there must be a ‘best’. Now to help us to decide, we may turn to existing practice in high-speed engines of all types, where space is a consideration, and at once the vertical is ‘en evidence’…there are any arguments for every position, but the matter of lubrication and balance seems to favour the vertical…Mors, of Paris-Berlin fame, adopts this arrangement on all his large cars. At the recent Crystal Palace show, too, the vertical engine was much in evidence in all cases where the frame and motor had been designed in combination. It is hardly necessary to point to the New Werner, the Chapelle, the Rex, Precision, Vipen, King of Cambridge, and others. The Humber, I think, endeavours too much to follow the usual bicycle frame, and my experience of long-stroke motors for cycles is not very favourable. It is well to remember that length of stroke means piston speed, which is obtained in a short-stroke engine by its adaptability to run faster. It is a moot point, and I should welcome a keen discussion on it. Now for the position of engine in frame. This will be determined partly by what transmission is used, partly by convenience regarding other fittings. Somewhere about the spot now occupied by the bottom bracket seems at present to be favoured, and it is interesting to observe that nearly all the early motors were so placed, which seems to show that their designers and makers saw in it obvious advantages. Daimler’s bicycle, Shaw of Crawley, Bluhm, and others recently illustrated in these pages demonstrated this…Some makers, in speaking of where they placed their engine, and talking of the centre of gravity being high or low, forward or back, appear to me to have overlooked the simple fact that the position of rider really determines the centre of gravity.”

“MOST OF THE BEST cycle firms now catalogue a motor bicycle, and their work as regards the frame, wheels and bicycle part of the machine generally may be. depended to be of the best possible construction. With the motor itself it is possible to apply a few simple tests which will show if it is in an efficient condition; one is to try the ‘compression’, this will show the accuracy of the fit of the piston and valves. Simply remove the belt and turn the motor pulley about twice round, if the compression tap is closed this should prove rather difficult if all the valves and all connections are good. Then he can try the fit of the crank axle in its bearings by opening the compression tap and turning the pulley round a little at a time, there should be no trace of ‘binding’ or signs of the axle being tight in one position and loose in another. A small amount of ‘end’ play is allowable, however, the true alignment of motor pulley and the wheel pulley is rather important; to try this take a length of twine, holding the outer edge of motor pulley and carry: it across the face of it towards the farther end of the wheel pulley, then stretch it tightly and allow it to just touch the inner edge of motor pulley, the other end of the twine should pass along the outer edge of belt groove if the lining up is accurately done.”

“HOW TO TELL when a serious mishap ‘to interior of motor has occurred. This will invariably be evidenced by a violent knocking sound in the crank chamber, or the whole mechanism will suddenly ‘lock’ or jam and resist all efforts to move it. In a remote contingency of this sort happening on the road it is worth while to remember that the motor can readily be unbolted from the machine, and if near a station it could be sent home by rail, and the machine itself ridden as an ordinary bicycle; there would thus be 25 to 35lb less weight to pedal.”

“WITH A MOTOR driving the bicycle the speed-value of light air tubes is of little consequence—freedom from puncture and hard wearing qualities are what is required. Here then is a good field for the self sealing tube.”

“A SATISFACTORY TAP for emptying the carburetter has yet to be invented. Taps are seldom petrol tight.”

“THERE IS NOTHING better than petrol to clean the sparking plug, brushing with an old toothbrush. Stale petrol is equally effective.”

“LONG LEVERS TO GAS and mixture taps permit of a very much finer adjustment, and ensure better results in driving than do the short taps usually fitted.”

“NEVER start without first injecting a few drops of paraffin into cylinder through compression tap. Only a few drops, mind, or you may foul the sparking plug points. Never use petrol for this as a substitute; it is of too drying a nature and will only make it more difficult to start. The slight lubricating properties of the paraffin dissolve the gummy oil around the piston rings and cause the piston to slip easily up and down the cylinder. Allow a few seconds for the paraffin to get down.”

“MANY OF THOSE present at the meeting of the Motor Cycling Club expressed surprise that the Mitchell motor bicycle did not figure in the events, although it was well known that this pattern had done some very smart times in the States. The facts were, so we learnt on the ground, that riders of the Mitchell had already entered and were present, but the entries had been received too late by the Hon Secretary. We hope to see them figure in the next fixture promoted for motor bicycle contestants.”

“THE MANCHESTER GUARDIAN cycling noter is rather severe on Mr J Pennell when it describes him as ‘going through the motor cycling novice’s experiences one by one’, and not quite just, as it is nearly two years since he made his first, disastrous attempt to cross France on a Werner. It was in September, 1900, that one of ours interviewed him, still covered with dust raised in his second victorious attempt on the front driving pattern. He also scoffs at Pennell’s advice to sit low so as to allow of the possibility of braking a runaway by placing the feet on the ground. It was, however, in this way that Pennell saved his neck when his handlebar gave way in descending the precipice into Ambleside.”

“DESPITE THE RATHER INCLEMENT season, motor record breaking is being kept up in France. The latest aspirant for honours is Osmont, who.went for the 100 kilometres (62¼ miles) motor cycle road record on Tuesday last on a fine stretch of road around Paris. He succeeded in covering the distance in 1hr 16min 55sec, averaging neatly 49 miles an hour, which is remarkable when one bears in mind the fact that Osmont had to ride in heavy rain and over drenched roads. His mount was a new De Dion 8hp motor tricycle.”

“A FRENCH MOTOR BICYCLE is on the stocks capable of covering 75 miles an hour, so it is said. But we wonder if anyone could be found willing to mount it—and manage it.”

“ONE OF THE EARLIEST motor-cyclists in the Potteries was Mr Harold K Hales, of Burslem, whose initial struggles were made with a Beeston tricycle fitted with an alleged 1¼hp engine and lamp ignition. Those who know the hilly nature of the surrounding district can appreciate Mr Hales’ perseverance. He is now more ambitious, and will drive an 8hp ‘Progress’.”

“IN CYCLING CIRCLES MR HILLIER may be numbered among the ‘old guard’, and figures therein most prominently on matters pertaining to the sport and pastime. He holds strong views on many subjects; is part author of the ‘Cycling’ Badminton, and has written several books on cycling topics. That he has studied motor questions will be seen in the following article: ‘The question: Has the motor-bicycle come to stay? is best answered by another: Is it wanted? and the answer to the second question must be sought by considering the conditions obtaining. Bicycle riding has been a pastime for some 30 to 35 years, steadily increasing in popular favour, and happily emancipated from the cad-on-castors slur of same years ago. The cycle is now recognised as a convenient means of locomotion by all classes. There are, therefore, a vast number of cyclists who have more or less relinquished riding in the old fashion for reasons which, like Mr Venus’s bones, may be described as ‘warious’. From some of these riders in the past came a bitter cry for some ‘auxiliary power’ to assist them in the propulsion of their vehicles, and in response thereto ingenious, if misguided, inventors supplied them with Euclidean accelerators, levers, fly wheels, gears, Simpson chains, and various wonderful contrivances to store up power down hill, which was, in theory, to be available to assist them in climbing, the next ascent. Practically only one invention really helped them—the pneumatic tyre ; and how many cyclists who had practically given up riding were restored to a state of enthusiastic cycling juvenescence by that contrivance it would be difficult to say—but it must have been a very large number. Now, once again, a point has been reached when a very large number of riders have to some extent lost interest in the sport, due to exaggerated gears, in many cases without doubt, and in the motor-bicycle we have exactly the panacea for this malady, whether it be the result of increasing years, or gears, or sheer indolence. The smaller motors provide exactly what the riders of some years back were asking for—auxiliary power. It is, of course, a drawback that this power is decreasingly effective as the machine slows upon a hill, but, on the other hand, an occasional spell of hard pedalling will not be unwelcome to a rider who has sat motionless along the level. The speed generally will be faster than that of ordinary cycling, with a correspondingly exhilarating effect, and there is much to interest the rider In the skilful management of his mount. Thus I expect to see many a rider long missed from the haunts where cyclists most do congregate once more frequenting them, and no doubt a lot of new-comers will also take to the auxiliary-assisted cycle. In fact, I personally do not doubt that 1902 will be remembered as the motor-bicycle year, and that firms making motor-bicycles will find that department of their business largely increased before the season has long been open. Further, I think that this type of cycle has come to stay—of course it will be greatly improved and perfected; no doubt the motor-bicycles of to-day will be regarded as ‘old crocks’ twelve months hence, and also, doubt, they have defects. It is said to side slip; as I did not say so first, possibly the fact may be admitted. Pneumatic tyres do slip occasionally, not only with cycles but with cars, but a very great deal depends on the rider; old high-bicycle men appear to suffer less from side-slip on the ordinary cycle than other cyclists, doubtless because to ride the high bicycle was a constant lesson in body balance, a matter I have dealt with in ‘The Art of Ease in Cycling’, but the motor-bicycle must be regarded as in some degree a fine weather machine…The motor-bicycle, in fact, creates a new class of motor users, and a very large class too. For one man who buys a car costing hundreds of pounds, possesses storage for it, and keeps a driver in his employ, how many men are there who can afford to buy a motor-bicycle? Some of these men may in time become car owners; but the larger number will remain motorcyclists, keen only to possess the latest form of their chosen machine. It is clear that the motor-bicycle, in classic phrase, fills a long-felt want. That it will find its own field and retain it, that cycle making firms with a reputation for sound work who take it up will find that it brings grist to the mill, that it will induce many riders to again take an interest in the sport, and bring in many new men—in short, that it has come at just the right juncture, when the trade outlook is improving and enterprise reviving, to secure careful consideration, and to assist in the general recovery by broadening the field. I suppose I must say something as to motor racing, the more so that practically every notable improvement in the bicycle from its earliest days has been tested, perfected, and demonstrated on the racing path. ‘Spider’ wheels, ball bearings, high-ordinary, safety, pneumatic tyre, and the reduction in weight of bicycle, tricycle, and safety were all so tested, but, though doubtless path tests, where conditions are approximately constant, or can be gauged, will play a large part in developing the perfect motor-bicycle, I hardly think that motor racing, as racing, will become popular. Variations in the power of the motor or the skill of the driver usually result in one machine being so obviously superior to the others that, barring accidents, the result of the race is a certainty and it is difficult to see how the interest is to be maintained. As to motor pacing, this, if permitted, would once open the door to the old scandals, which, apart from question of the danger, would quite outweigh any benefits to be derived from its introduction, and the men who failed to find adequate pacing last year might fail secure adequate motor pacing were it permitted, unless submitted entirely to the dictates of some employee of some trader who has wares to advertise. My conclusion is that 1902 will see a boom in motor-bicycles, and that they have come to stay.'”

“TO THOSE WHO HAVE tank carburetters I would ask: are you sure that when you pull down the handle of mixer, you do not thereby shut off the supply of gas? It has been so in my own case. To remedy this, take off the handle and file the way deeper—say about a quarter of an inch. A little study of the matter will show which side requires filing. This will allow the handle to be brought right back, which is required sometimes without stifling the supply of gas going through to the engine. Benefits accruing from this: saving in petrol, better mixture, clean valves. It sometimes happens that the carburetter becomes choked up. To clear, fit a wood cork into the chimney, drill a hole in the centre and fix an ordinary tyre valve and attach pump. A few strokes should clear out all obstructions. Water or petrol may be used to wash out the tank. If the valve which supplies the petrol to the carburetter should rattle, and through rattling supply too great a quantity, which it is liable to do when one is riding at high speed, cut a section about half an inch wide off an old air tube. Slip this rubber ring under top tube of bicycle, over head of valve, and over stopper of petrol tank. Care should be taken that the inlet valve when open to its fullest extent does not foul the sparking plug, as when this happens the points become knocked together. This can he prevented by putting on a thicker or thinner washer under plug shoulder, causing points to assume a different position in explosion chamber.
Yours faithfully, T CONINGHAM.”

“AMONGST THE MANY EFFORTS to introduce a reliable method of chain driving, the Bowden friction clutch has attracted a very great amount of attention. It is illustrated in the accompanying diagram. On the large flange of the hub A, is fixed an external friction cone A1. The gun-metal friction cone D has fixed to it the chain wheel H, which receives the power from the engine. Friction cone D is normally kept up to its work by the spiral springs K, four of which are carried on the collar disc C; on the boss of the latter there are also three featherways on which the cone D slides. The grooved pulley F can be rotated by means of the Bowden wire mechanism, the coarse thread on the fixed cone E carrying the pulley inwards when it bears (through a ball bearing) on the friction cone D, forcing the latter out of engagement with the external cone and consequently the hub. Thus a free engine is provided, the bicycle becoming a free-wheel machine capable of being pedalled as usual. This is a great advantage in thick traffic, or when descending a long hill, as in the latter case wear and tear of motor and waste of petrol and electricity are avoided, and both pedal and motor chains are at rest. In starting the bicycle, the clutch is thrown into the free position and, when a fair pace is attained, the double-action Bowden lever rotates the grooved pulley and allows the cones to gradually engage. In the case of a back-fire the outer cone will slip on the inner one, chain breakages being avoided. The Bowden Patent Syndicate assert that on the same machine and with the same motor, an improvement of 30% over the belt was effected by using the chain drive.”

“WERE IT POSSIBLE for me to go about amongst the readers of Motor Cycling I should, a doubt, find them agreed on one point—the need for ample brake-power. Ne’er a single one would be discovered who would dare to scoff at the necessity. And yet we find, in many instances, that makers of motorcycles have given very little heed to the matter. Two brakes, they think, should be ample (some concerns seem to think that one is sufficient), and those which are most readily fitted stand the best chance of being used. Thus we find flimsy front rim brakes on a very large number of machines offered for sale, whilst the height of ingenuity consists in the fitting of the Bowden brake to the rear wheel. As if, forsooth, the hands of the driver have not enough to do—as if the brain did not already have to transmit a superabundance of impulses to those useful members!”

“SIR,—I SHOULD BE glad to know what is the meaning of the term horse power. We in our club notice this expression keeps appearing in all sorts of ways, such as ‘on the brake’, ‘nominal’, ‘actual’, &c. A definition of each term would be welcomed by many.
CSG
[We have an article on the subject in preparation.—Ed Motor Cycling.”]

“SIR,—I GATHER THAT you do not care to assert which is the best motor bicycle, but I see you have other readers besides me who would like to acquire that information, and I hope you may try to accommodate them. Perhaps you will suggest that some of the marts, where motor-bicycles are sold, should provide a space where intending purchasers could resort, so as to test the motors before selecting or buying one. I bought a motor bicycle in 1900 and another in 1901. I understood they were the best, but I found no one who could make them go any reasonable distance, and I should like one that will travel its thousands of miles without more trouble than the safety bicycle entails, which consummation makers seem to promise, but leave it to their customers to evolve, if they are capable of discovering in what way it can be done.
JA
[We had written an editorial on instruction and testing schools, &c, strangely enough, before the above letter came to hand. Our correspondent and many others should follow closely the important article which starts this week upon ‘The Motor Bicycle: what will it become?’— Ed Motor Cycling.”

“SIR,—OUR ATTENTION HAS been called to an article in your edition of February 26th, written by Mr. Anthony Westlake, in which he criticises his experience with the ‘Mitchell’ motor-bicycle. Of course the motor which he had was one of our earliest models, and Mr Westlake’s idea was to get a speed of say 40 miles an hour out of it. He therefore tried it on the track, and although it easily did 25 miles speed, it was not built for racing, but was an ordinary roadster. We have machines which are capable of doing 40 miles an hour if properly adjusted, but these are quite impractical for ordinary riding, as it takes a rider of no mean ability to keep a bicycle on a track going at this speed. On this fact Mr Westlake bases his assertion that the fly wheels are too light. We can only say on this point that the ‘Mitchell’ engine is designed by Mr Pierce, the best known American maker of gas and petrol engines, and as he undoubtedly tried heavier fly wheels we can only come to the conclusion that he did not approve of them. As regards electrical arrangements, of course we supply accumulators if customers desire, although in America no one would use these. As regards losing power, the transmission of driving pulley to back wheel: if proper belt is used there should be no loss of power, and we claim that since we have used our own twisted gut belt the loss of power is reduced absolutely to a minimum; and it is certainly agreed amongst makers of motor bicycles that a certain amount of ‘give’ should be allowed, to conduce to the safety of the amateur, who is, after all, the greatest user of a motor bicycle.
Davis, Allen and Co.”

“SIR,—THE MOTOR CYCLING experiences of various writers in your columns suggested to me that a brief outline of some which have happened to myself and other people might be interesting. The first which occurred to me, by the way, was not a breakdown. After having tried to start for about two miles, I discovered that I had forgotten to insert the interrupter. The second was meeting a man towing a motor tricycle up Barnet Hill. I found he had used up all the petrol in carburetter, and had not. filled up from his spare tank; this was his first ride. The next rider I met in trouble was on the Maidstone Road—he was going to Folkestone, had got as far as Wrotham and then stopped. Upon examination I discovered he had run the old oil out of his crank chamber and had not replaced the screw. I had to substitute this with a pin of wood. Then I found that he had had his accumulators charged, and in replacing them had not put any packing to keep them from shorting on the battery case, and every bump in the road jolted the terminals in contact with the metal can. Both troubles were easily remedied, but the latter had caused mis-fires, and the former resulted in seizure of the piston, which was eased with paraffin. On another occasion I could not get my motor to start and on examination found that some dust had got in the switch handle so could not make a circuit, but this was a very simple thing to remedy. On another occasion I met a friend pedalling his motor bicycle, and found his batteries were run down, so obtained some electric bell wire and coupled his coil to my accumulator (which is a Peto and Radford), and we came home together off the one accumulator, but I found riding side by-side very tricky, and every time we got a bit wide the wires parted. Another time I had my exhaust box stolen, this, by the bye, was a large copper affair of my own design; then I realised how much help it is in passing horses. Once, whilst driving a quad, I could only go a few miles, then the thing would mis-fire. Tested batteries; all right; filled up with petrol, started all right—after a mile or two mis-fires. I then started to run out the petrol from the carburetter, when I noticed that it was very much discoloured, and upon examination found that the copper pipe from the exhaust, which passes through the petrol tank, had got a small crack in it, so disconnected it from exhaust and had no more trouble. A good plan for anyone starting to ride a motor cycle without previous experience in motoring is to get a friend who has had experience to accompany him, when many little wrinkles might be picked up. I think all motor manufacturers ought to send out a book on likely defects and their remedies.
Henry Kennett Junr.”

“SIR,—I AM VERY PLEASED to see that some of your correspondents, ‘Avonian’ and ‘A Motor Cyclist’, have suggested the forming of ‘A Midland Motor Cyclist Club’, to have its headquarters in Birmingham. I think it would be well supported, and there would be no question of its usefulness, especially to beginners in the grand sport. I for one should be very glad to become a member. Wishing you every success with Motor Cycling, which is a very interesting and useful paper.
CW Burnell.”

“SIR,—ALLOW ME TO CONGRATULATE you on the success of your new paper. It is supplying a very genuine want, and should do much to put England in the forefront in this particular branch of engineering. I am glad to see in No 4 that someone is writing re silencers, and the small amount of silencing they do. A good article on this point and the loss of hp resulting from absolute silencing would be very welcome, as this topic has been neglected, and most makers think it immaterial whether their machines can be heard for 500 yards or 5 yards. The non-moting public do not, how-ever, by any means, and quite rightly too.
HE Bennett.”

“SIR,—SHOULD BE GREATLY obliged to any of your readers who would kindly give their experiences of the following motor tricycles: The Ariel, Singer, and Quadrant. Each appear to have their good and weak points, and it would be interesting and instructive to have the opinion of riders who have put the machines to a practical test.
‘Trike’.”

“MOST OF THE FRENCH motor firms are at present hard at work building single motor-bicycles for pacing purposes, as this style is likely to be the feature on French tracks this season. Among the best out, so far, one firm has been able to show a type whose total weight does not exceed 50lb, and which can attain a speed of over 50 miles an hour.”

“WE NOTICE THAT a German trade paper publishes an article by a well-known engineer in which the opinion is advanced that a really serviceable motor-bicycle could be produced to sell at £20, if a factory were specially laid down to produce it in enormous numbers. In fact, he is pretty confident that, after a year or two, the price would be down to £12 or £15! Very creditable aspirations, of course, but somehow we are far from sanguine of their being achieved.”

“JUDGING FROM THE illustrations in the latest Parisian motor fashions, these are, if not exactly a ‘lady’s dream’, at least comfortable and elegant to a degree. The heavy fur coat has been discarded, and the oil-cloth, skins, and leather garments make room for softer and more seasonable materials. Motor-cyclists will be interested in a combination suit with cuffed sleeves, which looks suitable and business like.”

Rather interesting is the accompanying. photograph of a motor-bicycle designed by Mr TW Proctor of Sheffield for his own use in that very hilly district. He uses a somewhat high-powered engine, and has had it arranged in a machine of long wheel base—almost identical, in fact, with the frame of a tandem bicycle. The pedalling gear drives the engine through a clutch, and herein is perhaps the only fault, that in case of a break-down, it does not seem possible to disconnect the engine so that the machine could be pedalled home. We should be interested, in view of the theory on side-slip recently advanced in our pages by ‘Cyclomot’, to know what Mr Proctor’s experiences are in this matter, and also on that of vibration. The weight being rather far forward, we should imagine that vibration would be felt from the rear wheel, and that the latter was somewhat unstable on grease.”

“THE CORRECT QUANTITY of oil to use is a matter that is best learnt by experience; a tolerably safe allowance for a 1½hp motor would be, say, a couple of ounces every 25 or 30 miles, but it would be well to remember that when the motor is new it is better to lubricate more frequently until such time that the bearings get into a good condition of surface. The lubrication of the exhaust valve stem and compression tap is also a matter deserving some consideration. The temperature to which these details get raised is such that even the best motor oil will get burnt up; luckily we have in plumbago, or pure blacklead, a suitable lubricant that will easily stand the heat. A, little of the finest powdered plumbago placed on the bearing or rubbing surfaces occasionally, will keep them in good condition. Semi-automatic lubrication is distinctly one of the improvements of this year. Previously it has been necessary to dismount from the machine every 25 miles or so and refill a small oil cup screwed into the crank chamber; this operation proved rather inconvenient and messy at times, especially when a good non-stop run is desired. To remedy this a small hand pump and oil reservoir, with tube connections to the crank chamber, are provided on most of this year’s machines. The oil reservoir forms a compartment in the carburetter tank, and is fixed by the diagonal tube, so as to be within easy reach of the small force pump. This contains two valves, one of which opens when the handle is drawn up and allows a quantity of lubricating oil to pass up into the barrel ; on forcing the handle down this valve shuts and the other one, which admits to the pipe leading to the crank chamber, opens and consequently the charge of oil is sent into the chamber; this operation, of course, is readily performed when the machine is running, and, as the charges are always equal in quantity, a systematic course of oiling can be attained. The removal of waste oil occasionally is advisable, and for this purpose a special plug in the bottom of crank chamber is provided, and after a long run a thorough clean out with waste petrol before re-oiling can be recommended.”

“A MOTORCYCLE SECTION of the Manchester Wheelers is being formed. Further particulars can be obtained by writing to TWH, care of Wheelers’ Club-house, 4, Albert Square, Manchester.”

“A RIDER NAMED Joseph Downey is credited with having covered a mile on a straight road near Norwood, America, on a six horse-power motor-bicycle, in 54⅕, only 2⅖ behind Fournier’s record ride.”

“THE ST JOHN’S C AND AC (Tunbridge Wells) are forming a motorcycle section in connection with their club. The club also propose to include a motorcycle race in their Whit-Monday Sports programme.”

“THE DUBLIN MOTOR CYCLING Club. We welcome the club of this name which has been formed by some prominent men in the Irish capital. The inimitable JC Percy has been instrumental in bringing about this desired end, and thoroughly merited the vote of thanks accorded him at the meeting which was held at the Hotel Metropole, Dublin, on Friday week last. Mr JB Dunlop was invited to take the chair…The chairman made an exceedingly interesting speech in which he said that he believed the pastime of motorcycling had a very great future. He had no doubt that the formation of the suggested club would be the precursor of many similar organisations. He dealt with the benefits to be derived from membership, and also with the advantages to be gained from motorcycling by those who wanted moderate exercise and who desired to see our beautiful country with a minimum of exertion. Mr Dunlop then went on to give his opinion on certain technical matters, dealing at some length with the vexed question of side slip. He concluded his address and resumed his seat amidst a round of applause. Mr Mecredy’s proposal that the club be formed was adopted, and on the election of officers Mr Dunlop was selected as president, Mr Mecredy as captain, Mr Wallen as treasurer, and Mr JC Percy as secretary.”

“RECENTLY WE HAD the opportunity of inspecting one of the first motor-bicycles turned out of the Wellington Works, by Bradbury and Co. The machine was fitted with the new 1½hp Minerva engine. Special attention had been given to the length of wheel base and other important features in connection with the frame.”

“WITHIN THE LAST FORTNIGHT there has been a most marked and unmistakable increase in the the demand for motorcycles from all parts of the kingdom, but most particularly from the provinces. Almost without exception the manufacturers of the leading machines confirm this, whilst the makers of good motors are being pressed exceedingly hard. Judging by our ever-increasing correspondence, a feature of the demand is the number of enquiries from provincial medical men, who are quick to see in the motorcycle a means of transit essentially suited to their requirements. More noticeable still are the opening remarks of enquirers to the effect that they write us for information on behalf not only of the respective writers themselves, but of friends who also intend going in for the new pastime; indeed, one correspondent, writing from Ashton-on-Ribble, asks us about a machine—the ‘New Werner’—as he and three friends desire to order. The advantage of companionship and the attendant pleasure of discussing the many questions at issue is already responsible for the impetus which is now being given to the new movement. Another writer, who hails from Dulwich, tells us that both he and his friend have decided to dispose of their cars and go in for motor-bicycling, and, in fact, are starting at once on a tour through Germany; they will ride respectively a ‘Derby’ and a front-driver. The communications quoted are but instances of the increasingly favourable manner in which the motorcycle is being regarded, and we could quote ad infinitum to show that the pastime is not only rapidly spreading, but that it is doing so in ways which were scarcely to be anticipated. Despite all this, however, the evidence which predominates is of a nature which shows that a large proportion of our readers, although closely following every line, are deliberating, the chief explanation of which which is that they are, to a large extent, ignorant and perhaps a little timid of a machine so entirely novel. It must not be forgotten, too, that the sudden appearance of ‘Motor Cycling’ has itself taken everyone by surprise, but, like its sister publication, it has quickly succeeded in gaining the confidence of its readers, and it is only a question of a little time before it will be able to lay claim to having materially assisted in the expansion of an enjoyable pastime and gigantic industry.”

“MOTOR PACING IN AMATEUR events. Up to the present, a ruling of the General Committee of the National Cyclists Union prevented the use of pacing by means of motor driven instruments, but the recent rapid developments of the sport of motorcycling have evidently induced the committee to look with a somewhat more lenient eye towards this method of pace acceleration. It decided at its last meeting that any Centre of the Union may, on application, give permission to a bona-fide club to promote a race for its members in which pacing by single motorcycles shall be allowed…We hope that at a fairly early date races will be promoted by prominent London clubs, in which the practicability or otherwise of the bicycle as a pacer under the stress of a keen competition may be put to the test.”

“ONE OF THE MOST pleasing developments of the pastime is the formation of motorcycling clubs in various parts of the country. With the example before us of what clubs have done for the sport and pastime of bicycling, the new movement is extremely encouraging. The pioneers of the sport may well be likened to those who make the excavations for a new building and, if the foundations take the form of clubs and other organisations, then the superstructure can be regarded as being firmly established, and changes, many and often, may even be made without impairing the soundness of the structure. The Motor Cycling Club formed amongst London motor cyclists was the pioneer club, and its formation was followed up by a proposal to establish a similar organisation in Birmingham. Clubs have now been formed in Portsmouth and Dublin, and motorcycle sections have been proposed for the Manchester Wheelers and the St John’s C and AC of Tunbridge Wells. We. shall be glad to hear from any other organisations of the kind as they are formed and also to be kept informed of their ambitions and doings from time to time.”

“AS A RESULT OF the general dissatisfaction given by the present type of belting, Mr E Lycett, of Birmingham, has been experimenting with a view to securing a special kind of leather to withstand the wear and
tear that a belt on a motor-bicycle is subjected to. One of the first samples of the new belt has been sent to our Midland representative for trial, and…we hope to report on its.merits or otherwise at an early date. It is claimed for this particular kind of leather that it is not affected by either oil or water, and that it will not stretch beyond a certain point, but always retain its ‘life’, and consequently will wear much longer than the belting at present in vogue.”

“NEARLY EVERY POSSIBLE form of transmission has been already experimented with, starting with the 1878 Paris Exhibition machine and its direct driving, then in ’85 Daimler’s Bicycle (belt drive), in ’95 the Hildebrand-Wolfmuller, also De Dion gear driven-with pinions; in ’96, Heigel-Weguelin bevel gear drive; in ’97, Bluhm chain driven, down to all our present-day varieties, including friction rollers, worm and wheel, etc. Now, to sum all these up in a few words in their order according to our old watch-word, efficiency, we come to (1) direct drive; (2) chain drive; (3) pinion gearing; (4) belt, and lastly, other combinations. It is easy to see that a combination of the second and third have practically superseded all others on cars…Direct driving is out of the question with high speed engines (engines revolving at more than I,000 turns per minute), chains are too rigid by themselves, and involve the complication of a friction clutch in order to be practical at all, and preferably also a spring drive. Gear pinions have all the disadvantages of a chain and a little extra friction thrown in. Belt drive is simplest, if in proper condition, and at least nearly equal in mechanical efficiency (considering our special purpose) to a chain. But, alas! that little ‘if’. ‘A mighty word your if’, as Shakespeare says, and, judging from results, so far that proper condition is not easily maintainable…a belt is much more affected by atmospheric changes and by wear than a chain, and it is just these two little items which…will cause the chain to survive.”

“Sir,—With reference to your article re pedalling in motor-cycle races, I think [this practice] should be limited to, at the outside, 50 yards from the start as the races should be trials of skill and not muscular strength. Also races will be tests for the various makes of motor-cycles competing, and the results will be a guide to intending purchasers. I have heard it argued that a competitor might possibly make a mistake during a race and pull up so much that pedalling would be needed to restart, and that in a case of this sort pedalling should be allowed. I do not agree with this, for if a machine pulls up during a race, it is either because the driver is clumsy or incapable, or else the machine is faulty, and in either case I think that it should be ruled out of the race. If we are to have motor-races, let. us have no half-and-half business, but do the thing properly. The question then arises as to what form of government motor-cycle racing is to have. It seems to me that unless a special union is formed for the purpose, it will be much the best.;to look to the Automobile Club for guidance…the NCU does not recognise road events, whereas the Automobile Club not only recognises but does its best to promote, competitions of various sorts on the road. These must necessarily be of interest to the majority, as no test from a buyer’s point of view is so good as a road test. The matter of the government of motor-cycle competitions needs to be gone into carefully, as much depends upon it.
Ernest H Arnott.
[It Will be readily admitted, even by those who, unlike Mr. Arnott, are not ‘agin the Government’, that the whole matter requires to be thoroughly thrashed out. The views of other readers will be welcomed.—Ed MC‘.

“PLATINUM—THIS RARE AND valuable metal is indispensable for contact breakers. It arises from the fact it is the only metal that will resist the fusing action of the spark to any extent and at the same time not oxidize or blacken and stop the current. There is no other metal that can be substituted and in purchasing platinum tipped screws and contact blades it is most important to see that it be absolutely pure platinum. Owing to its high price (above that of gold), there have been attempts to put an inferior alloy on the market, containing silver, nickel, and little platinum only; contacts made of this will give trouble and the purchaser or dealer would do well to satisfy himself by applying a test for platinum. Obtain from a chemist a small quantity of the strongest nitric acid (aqua fortis) and a. small test tube. Place a few filings or scrapings of the metal into the tube and pour a little of the acid over them, then boil over a gas (Bunsen) flame. If genuine platinum the acid will not affect it in the least; if an inferior metal it will speedily attack it, dissolving it and coloring the acid green.”

“NEXT MONTH WILL UNDOUBTEDLY be the last time for the motor exhibition of the year to be held so late, and there is also reason to believe that the Agricultural Hall will know it no more, greatly to the sorrow of the influenza microbe which in the past has laid many of us low year after year. It is an awful place, and a disgrace to London, which ought long ago to have had a central and suitable building for industrial exhibitions. At a trade meeting held at the Automobile Club on Thursday last, the exhibition question was fully discussed. It had been previously agreed that the present date was too late in the year, and in the event of the present promoter being unable to meet the requirements of the trade, that other arrangements should be made, and it being stated that the Hall cannot be secured earlier than March, it has been necessary for exhibitors to look elsewhere. The National Cycle Show, Crystal Palace Motor Show and Stanley Show have all come forward with propositions, but it having been resolved that next year the exhibition shall be held towards the end of January or early in February, the first and second are thereby thrown out of court. The Stanley people, with commendable enterprise, have jumped in and secured no less a place than the Earl’s Court Exhibition for the fortnight commencing on January 10.”

“THE GENERAL FEELING WITH regard to our suggestion of an association to legislate for and control the sport of motor-cycling was that the time was not yet ripe for its adoption—an opinion in which we share. But, since the article which appeared in our second issue was written, both the Automobile Club and the National Cyclists’ Union have made certain steps towards securing that control, and it has therefore become urgent that the question should heat once decided. The need for a governing body is unquestioned, and in the present stage of the sport and pastime it would be expedient if it were also to become an organising body. Without some form of control the sport would quickly degenerate into a mere advertising medium—perhaps into something altogether too unclean for any decent sportsman to be connected with.”

“A VALUABLE IGNITION CIRCUIT IDEA. When accumulators are used to supply the current there in a possibility of a short circuit occurring on the leading wires; if this remains undiscovered, even for a few minutes with the current on, serious damage may be done to the accumulator or some part of the circuit may burn out. To safeguard against this is very simple indeed; all that is necessary is to put an inch or so of ‘fuse’ wire between one of the battery terminals and the wire that joins on to it. If an excess of current passes through the circuit this wire will quickly melt and break the circuit, indicating at once that something is wrong. A good length of this wire can be got for a few pence at an electric-light fitter’s shop. Ask for a piece to break with three to four amperes. A few inches in reserve should be carried in the tool valise. A small brass nut and bolt attached to the wire will enable the connection to be readily made.”

“THE LATEST PRODUCT of M Buchet’s works in Paris is said to be a two-horse power motor, weighing but slightly over twenty-five pounds and intended for driving motor bicycles.”

“THE INTEREST THAT IS being taken in motor-bicycles is clearly indicated by little groups of spectators who can be seen every day peering in at the windows of some of the depots on Holborn Viaduct. It is particularly noticeable that the motor-bicycle is proving a considerable ‘draw’ for the general public, and there is no question that the lay mind is fast grasping its generalities.”

“THE MOTORCYCLE WILL be used for both racing and pacing purposes in France this year. Some machines are under construction which are expected to attain a speed of 75 miles per hour!”

“CAN MOTORS DRINK? [An international competition of motors using alcohol as fuel will be held in France in May, under the official direction of the Minister of Agriculture; its object being to show the advantages of alcohol.]: ‘Just look at those cars, how they frolic! Their antics are quite diabolic; One would certainly think That they’d taken to drink—Their breath seems to smell alcoholic. Is it brandy, or black and white whisky, That makes them so terribly frisky? But it’s rather too rich When they roll in the ditch—In fact, it’s decidedly risky. They can’t pass the door of an inn Without stopping to guzzle their gin; And, highly elated By neat methylated, With reckless abandon they spin.’
Wm C Birt Whitwell.”

“MESSRS EICH AND TRIER, with a belt driven Derby and front driving Trent respectively, are about to ride from Cologne to Zurich, Switzerland. If successful their intention is to ride across the Alps. Mr Eich is an experienced motor-carist, but he has given up the latter for a motor-bicycle. The two riders, we hear, have been laying in a good stock of ‘Possibles’ and a few ‘Impossibles’.”

“MR HARRY PARSONS has of late been experimenting with a trailer attached to a Holden motor-bicycle with notably satisfactory results. The passengers were Mrs Parsons and her little son. the total weight drawn being 13½ stone. On the level and up hill the motor ran splendidly, in fact its hill-climbing capacities were quite astonishing. When the engine slows on a sharp gradient Mr Parsons steps off and walks beside the machine—not a dangerous proceeding, as there are no pedals in the way; the fact that the engine runs well at so slow a pace as walking is a great advantage. The motor then drags the trailer and its passengers quite safely up the slope. This offers quite a new prospect to the motor cyclist—a capacity to trail 13 stone means the possibility of touring with a passenger and a good amount of luggage.”

“NOTTINGHAM IS PROBABLY as forward in the motor movement as any English city of equal size. During a recent run from Laceopolis to Newark and back, we met, in the course of of forty miles, no fewer than seven cars, one quad, one tricycle and one motor-bicycle. Nottingham also possesses a very flourishing Automobile Club, which is affiliated to the ACGB and I.”

“THE ITALIAN GOVERNMENT has decided that motor-bicycles and tricycles are not to be classed as automobiles. This welcome decision frees the drivers of these vehicles from the necessity of passing an examination and from following the strict regulations which apply to car drivers. Interference from the police and other delays are also avoided. But it is not certain whether the decision affects customs requirements.”

“A FRENCH MECHANIC has solved the problem of how to make a bicycle out of a tricycle, and as the illustration shows it has been done with success. The construction naturally appears to be very heavy, but it must not be forgotten that all the material and parts were originally made for a 2hp De Dion motor-tricycle. Several of the tubes had to be altered, and the difficulty of arranging the bottom bracket and the crown pieces was considerable…The motor takes the place of the middle vertical tube and gives the frame great rigidity. The construction is on the De Dion principle. The machine has three brakes, one on the front wheel, the second works on the motor, and the third is a band brake on the rear hub ; the two latter brakes are worked by one lever. The three speeds of the motor-tricycle have been retained, and the motor works excellently in its new form. The owner has covered 2,000 miles with the machine, half of which distance was done in its altered form.”

“SOME 12,000 SPECTATORS ATTENDED the Charity Sports at the Aston track, Birmingham, on Wednesday last, and it is not going too far to state that the most popular item on the programme was the five miles handicap for motor-bicycles. The handicap was such as to preclude anything like an exciting finish, and until the gentlemen who allot the starts have had a little more experience with regard to motor propelled cycles it is quite impossible to expect such close finishes as we are accustomed to witness in cycle racing. A few months’ experience should, however, make a great deal of difference. In connection with the new racing movement, we wish to draw the attention of sport promoting organisations to two rather important points, as they may have a great deal to do with the success or otherwise of motorcycle racing. The first is that some means of identification of the competitors should be given to the spectators. Racing cyclists wear different colours, but up to the present racing motists appear to think that a small card pinned at the bottom of the coat is suite sufficient…The noise created by half-a-dozen machines cycling around an enclosed track without silencers being fitted would quickly kill such kind of racing. The public must be considered and the fractional extra speed obtained is not worth consideration…The contest was run off in three heats and a final. The small-powered engines were quite outclassed by the larger variety. W Heath, riding a Werner 1½hp, won the first heat; H Stones, Lincoln, on a Rex 1¾hp, easily accounting for the second; while H Martin on a 2¾hp Excelsior took the third. Owing to the regulation which prevented a competitor from pedalling after crossing the starting line, several competitors were simply ‘left’, as they had not found a suitable mixture by the time they reached the line. In the final, S Wright, Coventry, on a 2¾hp Excelsior and who got into the final by reason of being fastest loser, simply raced away from H Martin, and won in the grand time of 8min 34sec; Martin second, in 8min 39¾sec. Stones on the Rex had the misfortune to break the belt of his machine after going a few laps. The last mile was ridden in 1min 39sec.”

“AT THE BRIGHTON CC’s race meeting at Preston Park track on Easter Monday a five miles motorcycle handicap was included in the programme. The event evoked a lot of interest among the spectators and the sport was not spoiled by unnecessary noise, for exhaust boxes were left on. Twelve riders entered, and eight ran in two heats. The first heat lay between WJ Westfield, bicycle scratch, JJ Leonard, Werner, 320 yds, EB Blaker, Allard tricycle, 2 laps, J Best, bicycle, 2 laps 600, and FW Frith, bicycle, 2 laps. Leonard won in 11min 30sec with fair ease, Best being second and Blaker third. In the second test, AJ Kessler, bicycle, 1 lap 300 yds; A Rivett, Blizzard bicycle, 2 laps 220 yds; HC Harris, 2 laps 600 yds started, but Rivett was the only competitor to finish, his time being 9min 26sec. In the final, Best, Rivett, Blaker and Leonard competed, Best’s machine giving out after a couple of laps had been completed. The race resolved itself into a contest between Rivett and Blaker, but the, former was able to improve the lead already held, held, and won in fine style by a lap and quarter, Leonard finishing third, three quarters of a lap behind. Time 9min 1⅖sec.”

“A FIVE MILES’ OPEN RACE for motorcycles was included in the Easter Monday programme of the Putney AC’s meeting, the prizes being presented by Mark Mayhew, Esq. The two preliminary heats left for the final A Westlake (Motor CC), J Cousens-Nixon (English Motor Club), and H Martin (Queen’s CC). The start was not particularly good, because Westlake got left. Martin secured a lead of 50 yards down the first straight, to be caught and overhauled by Westlake in a little over a lap. After that the latter went ahead, and, travelling in fine style, lapped the others and won in 9min 30⅕sec by a lap and a half from Martin, Nixon three and a half laps away, outclassed by higher powers. Westlake rode a 2¼hp Chapelle, Martin a 2¾hp Excelsior, and Nixon a Chapelle.”

“QUITE A LARGE NUMBER of motor vehicles of all kinds were about on the South Coast watering places during the [Easter] holidays. The Brighton and Portsmouth roads were particularly busy and motorcycles were to be seen in very encouraging numbers…We noticed a very fair number of motor bicycles along the Welsh coast at the week-end, and the remark applies to many of the well known inland resorts, such as Bettws-y-Coed…Both the North Road and the Brighton Road were alive with all types of cars and cycles during the holidays.”

“SIR,—I HAVE HAD plenty of experience with an Ariel trike. Mine is only 2¾hp and not water jacketed, but I find it quite powerful enough and it never over-heats…I have ridden over 20,000 miles; have never had a breakdown and have only renewed one part, ie, the small driving pinion on engine shaft. I invariably take a passenger with me on an Ariel trailer, and we do some big journeys. The last one was to London, in November [1901] to the Crystal Palace Show, 127 miles in about eight hours (running time).”
Geo W Burnell

A LOCOMOBILE STEAMER beat an internal-combustion motor in a 500-mile trial on the Glasgow Exhibition Track. Motor Cycling reported: “The issue of the race literally hung in the balance right up to the tape.”

“A NEW YORK DEALER is selling a 1¼hp motor for £6. The price is low enough, but how about the quality?”

“THE CLUB GARAGE, Edmund Street, Birmingham, stores, cleans, and repairs cars and cycles. We hear also that a large stock of accessories, spare parts and petrol are kept.”

“MANN, EGERTON AND CO, Norwich, have large motor premises in the centre of the town, and are able to do any repair to car or cycle. Tourists in the district will find this information of value.”

“AT A DINNER of the Automobile Club of America, Signor Marconi stated that he was a motor-bicyclist. He told the members how he carried his wireless telegraph outfit on his car, but he had done nothing of the kind with his motor-bicycle, ‘I find that it gives me plenty to do as it is,’ he remarked.”

“CHATTING RECENTLY WITH a Japanese gentleman over here on a visit, he said that there were not many motorcycles in use in his country. The streets are narrow and crowded, while petrol is difficult to get, and the freights high. There are about half-a-dozen motor-bicycles about, mostly American, and these are used by travellers, who find them a handy form of conveyance.”

“M GERMAIN, WHO IS one of the best amateur motorcyclists in Lyons, covered the kilometre flying start in 46 seconds in the annual race of the Lyons motor club last year, and he also won first prize in the hill climbing competition up Champagne Hill. This has a gradient of about 1 in 13, and the length of the hill, 2 kilometres 400 metres, was covered in 2min 30sec. He rides a ‘Perfecta’ tricycle fitted with a Soucin motor of 5hp.”

“REGARDING THE FUTURE SHAPE of the motor-bicycle, most of the present forms on the market are somewhat selfish and unsociable instruments. It is rare to find two machines which can conveniently travel at an equal speed, and so permit of conversation. And it is often somewhat difficult to adjust one’s ideas of what is a reasonable speed to the same notions on the subject as those held by others. There is also another circumstance which militates against close companionship, and that is dust—for it is difficult to ride abreast if there are more than two; and, again, the side of the road has generally a better surface than the centre, which always suffers severely from the hoofs of the hay-motors…On the other hand, it is perhaps true that the motor-cycle gives more opportunities for chatting than the ordinary cycle, as one has not to conserve one’s breath for the next rise, whilst the control of the motor-bicycle is so simple, and, at a medium speed, the attention required is so insignificant, that the need of a companionship on a run impresses one, even in the initial stages. Not only that, but in the event of punctures and other small troubles which will never be quite eliminated from our sport, how much the presence of a companion tends to turn an unpleasant mishap into a pleasant opportunity for mutually acquiring know-ledge! For such companionship, the tandem is perfectly suited…The tandem form has many constructional conveniences. Petrol and water tank accommodation is easily found, and the length of wheel is advantageous for the steering. Instead of its being inconvenient for a single rider, it would be even faster with less petrol consumption, and luggage could be carried with facility…The motorcycle of the future will, I think, be fitted with springs to the frame, or at least to those portions of it with which one’s anatomy comes in contact. But the really great question is—Are pedals required or not? And the settlement of this is a burning point. If pedals are not required, then our motor-bicycles at once assume the dignity of a single track-car, with all those conveniences which I trust to appreciate—in my old age!”

“The manufacturers of the Royal Enfield, the Enfield Cycle Co, Hunt End, Redditch, have keenly followed the motor-bicycle question, and although experimenting with various types last season, did not definitely- decide on their design until the last Stanley Show…The engine, as will be noticed, is of an extremely robust form, and is provided with ample wearing surfaces. The power at full speed is 1¾hp; the timing gear wheels are enclosed in a special outside case, and both axles have good long bearings, with phosphor bronze bushes…The frame is specially made throughout, and has been designed purposely for a motor-bicycle. Special thick gauge tubing is used everywhere, and the wheel base has been considerably lengthened. The front forks are of a most substantial pattern, being made D section, and of great strength. The crown is the same as the one used on the Royal Enfield tricycles for the past 18 months, and which has given entire satisfaction. The brakes are two in number; both are hand brakes, one acting on the back wheel, and the other on the front. It was deemed advisable to fit two brakes, as running down a steep hill with the valve lifter raised, one brake was not found sufficient to arrest the machine suddenly, but with a gentle application of both, this machine can be stopped in a few yards in cases of emergency…the makers claim that by fitting the motor in front of the head, not on the handle-bar, but bolted to the frame itself, they obtain the maximum of air for cooling purposes, which is undoubtedly correct; at the same time the motor is well out of the dirt. The belt drive differs from the majority of machines which we have seen, being V section, and run crossed instead of open…There are undoubted advantages in fitting the motor in front, and it certainly ensures a more even distribution of weight. The price is about fifty pounds, ‘all on’. We have had one of these machines in use for some weeks, and have found it run very well. It is certainly the most satisfactory 1½hp we have yet come across. The arrangement of the levers and taps is about as simple as possible, rendering driving and control most easy. Especially were we pleased with the valve lifter, which we look upon now as a sine qua non for all motor-cycles not fitted with a clutch. When accustomed to its use, one can drive in traffic to a nicety without having to switch off the current. Gas, too, is not wasted whilst the exhaust valve is kept open, as, cf course, the suction is practically nullified and consequently the inlet valve does not operate. As showing the interest of the public, it may be recorded that whenever we stopped at a hotel or in the street, quite a number of people would come around with more or less intelligent questions. One of the most common was as to whether the steering was affected by the engine being in front. It is not; but you feel the weight of the engine naturally, and a little firmer grip on the handlebar is necessary.”

“PERIODICALLY, SAY EVERY 200 miles, clean out the engine with about half a wineglassful of paraffin, not petrol. To do this effectively you want a stand for the machine, which will allow you to pedal it when back wheel is supported off the ground. Remove the sparking plug and pour paraffin in through the hole, first having drained oil out of crank chamber. Close hole with a cork and slowly pedal motor with exhaust lifter raised: if no lifter fitted, put a coin between valve and tappet rod, which will prop it open. Let it stand for a few moments and drain out paraffin. Re-charge with lubricating oil immediately and replace sparking plug.”

“THERE SEEMS TO BE a tendency—and a particularly strong one in well-informed circles—towards dispensing with the pedals of the motor-bicycle, the idea being that, as the power of the engine becomes increased, the need for pedals diminishes, and, with spray carburetters providing a mixture which is always approximately correct, the machine will invariably be capable of being started with a run of a yard or two. But, whether these considerations will be sufficient for discarding pedals altogether is to my way of thinking, extremely doubtful. Of course, there is no question but that a more comfortable position could be found for the feet when they are at rest than is provided by a pair of pedals set at opposite radii, and a pair of footplates would be infinitely better…I have been compelled to go in for toe-clips, so great is the jolting upon the suburban roads in my immediate locality. But the greatest use I find for the pedals, next to the starting of the machine, is in helping the engine up hills, and there is nothing more instructive than for a motor cyclist to ride a hill in company with a common or garden bicycle-pedaller. Even when the latter is given the advantage of the sheltered position of being paced by the motor, he has to work really hard in order to keep it, and I have invariably found that I can drop all but the very best road-men, provided I give a certain amount of assistance to my engine.”

“A FRIEND OF MINE has recently been indulging in a series of ‘consumption’ tests—not of food: he knows his capacity in that line—but of petrol. He started out with his carburetter practically full and his tank quite full, the total quantity which he was able to carry being five pints. On to his machine—a Minerva type—he attached a trailer, and he towed his lady passenger over a fair give-and-take course for 53 miles. On his return, he measured up and found that exactly three pints of spirit had been consumed, so that a pint of spirit, had, on an average, carried him and his load 17 miles. The capacity of his carburetter and tank would therefore enable him to cover approximately 90 miles.”

“WHEN DETACHING THE WIRES from the accumulators for recharging or the batteries for replacing, it is advisable to mark or colour the wires to match their respective terminals. Thus, the positive terminal of an accumulator is invariably either coloured red, or is marked with a plus sign. The wire coming from the terminal or coil ,generally bearing the mark P, should also be coloured red or bear the plus sign. A lot of time and fiddling about can thus be saved when replacing the source of the electrical energy.”

“THE MILITARY EXPERTS OF the Continent have for several years looked upon the mechanically-propelled road vehicle as a most desirable adjunct—if not an actual necessity—in their vast offensive and defensive schemes, and the officials of the British War Office have turned their attention to the same question. There is no doubt that in the course of time motors of all kinds will be used very extensively for both military and general purposes…as far as we know, there has been only one instance up to the present in which a motor bicycle has been put to any practical test from a military standpoint, even in mimic warfare. The honour of bringing to an interesting and successful issue the experiment of utilizing a motor-bicycle for carrying despatches and scouting is due to Captain Pretty of the Suffolk Volunteer who, during the Easter Manoeuvres, had under his command a rider mounted on such a machine, and…plenty was found for him to do. It is well known that there were three columns of cyclists (moving from Norfolk, Suffolk and Essex) advancing during Good Friday and Saturday on London, and the main object of a speedy despatch rider was obviously to keep these columns in touch, so that each commanding officer might be approximately aware of the positions and movements of the others. Rapid communication was, by means of the motor-bicycle, well maintained, and important orders were conveyed, whilst between times the machine was used for scouting purposes, the rider being sent some miles in advance of the main column with orders to return and report whether any sign of the enemy existed. Under favourable conditions, a speed of twenty miles per hour was easily kept up, and even under the terrible conditions of weather and consequently bad roads with which the manoeuvres were hampered, an average pace of fifteen miles per hour was maintained for as long as was necessary…instead of being exhausted by heavy physical exertion, the rider of the motor-bicycle was always quite fresh, and thus able to quickly and intelligently deal with any immediate orders which the military necessities of the moment demanded. The efficiency of the rider was, consequently, greatly increased. The possibilities of a motor bicycle such as that employed by Captain Pretty were thus brought before the military eye. Country lanes and pathways impassable to cars or tricycles were easily passed through by this single-tracked vehicle and, the motive power being all contained within the back wheel and suitably protected, it was unaffected by dirt or wet. A few tools and duplicate small parts were carried by the rider as a matter of precaution but it was not necessary to resort to these throughout the whole of the manoeuvres (so far as the motor itself was concerned), during which some 300 to 400 miles were covered by the rider, who thus described his experiences: ‘I started from Ipswich with Captain Pretty and his company of smart looking volunteers at about eight am on Good Friday, a motorcar with the commissariat and men’s kits following in the rear. A halt was to be made at Stowmarket, but about a quarter of an hour before that place was reached I was sent back some distance to get news of the commissariat, which had been detained through a slight accident. Much interest was caused at Stowmarket by the speedy and sudden arrival of my “Motorcar on two wheels” (as the local genius described it) when I reported the temporary delay of the commissariat to the captain. We started for Bury St. Edmunds shortly afterwards and…from here I carried my first important despatch, leaving the Suffolk column and striking across country to Thetford, there to meet the Norfolks advancing under Captain Fildes. There was a deal of stir at Thetford Marketplace…nearly all the inhabitants must have been abroad, including the local police-man—plump at all times, but apparently plumper than ever, as he eyed, with imperial interest, the masses of people under his authority. His hand was raised (and the street was obscured) as the throb of my trusty little engine came rapidly along. There were the volunteers from Yarmouth Town, and the place was alive with admirers of anything in khaki. “Why this haste?” asked the emperor in blue. “In the King’s name,” replied the, motist, “and where can I see the commander of these volunteers?” “In yon hotel,” said he who could not hasten. There, to be sure, was Captain Fildes, who received me courteously. He said as he took my despatch, “How far have you come with this?” “Fourteen miles.” “How long did it take you?” “Forty minutes.” “That is good; one minute please,” as he entered the hotel. The minute passed, and out came the captain again, with military bearing, and a small official envelope in his hand. “For Captain Pretty.” “Yes, sir, I expect to catch him at Newmarket, just nineteen miles from here.” “How long will that take you?” “He shall have your despatch in an hour, sir.” “Splendid,” said the gallant captain, observing with interest the concentrated power within the rear wheel of my steed as I was mounting. “Despatch, despatch!” was ricochetted along the crowd, they had guessed the truth. There was a thud on the ground as the plump policeman stepped aside and smiled condescending acquiescence, at my departure. “Teuf-Teuf,” said the spirit of petroleum. “Good day, sir,” said he with the despatch. “Good day,” said the commander of khaki, and I was well on the road to Newmarket. I reached that town—nineteen miles—in the hour. “Where are the volunteers?” I asked of a paddock man. “Where are the Suffolks?” “Just passed through, sir, not ten minutes since.” “Thank you.” “Teuf-Teuf,” and off I am again, rushing through space on my little motor without vibration, and a feeling of comfort which none but those who have experienced can realize. There are the Suffolks, for I can see them a mile ahead on the long, straight and continental-like highway ‘twist Newmarket and Cambridge. “Teuf-Teuf,” I am near them, and they extend for half a mile, mile, led by Captain Pretty on a tandem bicycle. “By your left,” roared an officer. Putting the despatch between my teeth, so that all might visibly appreciate the urgency of my errand, I dashed past the column at full speed, while they cheered me lustily. I had covered thirty-six miles whilst they had done less than half that distance. I dismounted twenty yards a-head and saluted my captain, who also dismounted and ordered his men to pass on while he read Captain Fildes’ despatch. I was then sent full speed to

Cambridge to inform Major Cadell (commanding the whole force which was raised to attack London) of the advance of both Norfolks and Suffolks to their pre-determined destinations. Major Cadell was most interested, and left his private room with his ADC to examine what he was pleased to call my steam bicycle. “We shall make some use of you to-morrow,” quoth the Major, after I had answered his enquiries. “I hope so, sir,” I replied, “and distance is no object.” How far have you ridden today?” asked the major. “Ninety-five miles.” “Are you tired?” “Not in the least; I rode twice that distance in one day last week without fatigue.” “Capital; and you don’t use the pedals at all?” “Only for starting, or up a very steep hill.” “Is that so? Now with regard to to-morrow.” “Yes, sir.” “We will give you instructions at 7am.” “They shall be attended to, sir. Good evening.” This ended my first experience of things military, and I was not displeased with it, or with the impression apparently created in the military mind by anything so merely civilian as my Motor and myself. Good Friday had supplied me with quite a pleasant day’s outing, but Saturday had. another tale to tell. We commenced to advance southwards from Cambridge, and it was not long before we ran into rain. I was sent eastwards across country to meet the Norfolks again, advancing now from Newmarket, where they had stayed the night. Finding my way by maps, I met them at the cross road close to Pampisford Junction. Quickly exchanging despatches with Captain Fildes I made for Whittlesford Station, where the temporary headquarters of the advance were situated. Having reported the approach of the Norfolks, I was sent five miles ahead to find out if any enemy was in sight. When I returned and reported no sign of enemy, I found that the Norfolks had come up and joined forces with the Suffolks, who had already been reinforced in Cambridge by that stalwart and athletic company from the university. A smarter set than these, in their neat grey uniform tinged with pale blue, it would be hard to find. Then the general advance began, and cyclists extended for miles patiently ploughing through the rapidly thickening mud, with dripping coats and capes, and the pitiless rain beaten with strong head winds right in their faces. After many miles of this, alternately halting and advancing, the word was passed along the line that operations would be suspended for the day and a retirement made on Cambridge. This was some fifteen miles back, but the order caused gratification and surprise. Whether Major Cadell’s strategy was checked at the road taken, or whether it was his consideration for his soaked volunteers that caused him to order the retirement, I do not know. In any case, all were prepared to do their duty regardless. of results, though the temporary release was, in most, if not in all instances, quite appreciated. For my part, I made straight for Cambridge and a bath, covering the fifteen mile; in fifty minutes, through rain and wind and roads like rivers. This speaks well for the possibilities of the motor-bicycle, which will travel at good speed under such circumstances, with immunity from sideslip and regardless of weather. The next (Sunday) morning we were off again in good time, and my principal work was to convey to the Essex column, under Captain Christie, the orders of Major Cadell for the next move. This meant carrying a despatch between 30 and 40 miles to the neighbourhood of Ware or Hertford, getting through the enemy’s lines en route. This I managed in capital time, in spite of the wretched condition of the roads, left from the previous day’s rain, and I found Captain Christie and his men just north of Ware. I was stopped by the “enemy” but escaped by a ruse almost worthy of De Wet, I think [Christiaan de Wet was a formidable general and guerrilla leader in the Boer War—Ed]. I returned to Major Cadell by another road and met him near. Stanstead, he having advanced from Cambridge via Saffron Walden with the allied companies as rapidly as his men, fatigued by heavy roads and head winds, were able. Having handed to Major Cadell, Captain Christie’s acknowledgment of orders, and the attack on Bishop Stortford being about to commence, I then became a spectator of the operations. The crack of rifles began and roadsides and hedges became lined with soldiers—infantry unmounted—whose iron steeds were left at the nearest convenient points to the firing tine. The umpires were then busy, and, as reported, declared the outposts defending Bishop’s Stortford to be driven in, but as there was a stronger force behind them than Major Cadell had at his command it was concluded that the attackers were repulsed. This ended the manoeuvres, and the ride homewards was commenced the same evening and completed the next day. For my part I made for London, passing many hundreds of cyclists from the defending force on my way, many of whom beseeched me to “throw out a tow-rope.” After spending the Bank Holiday in London, I made for the Midlands, and covered the 100 miles in 6¾ hours, including a stop of one hour for lunch. In summary, I had ridden as follows: 95 miles on Good Friday; 40 miles on Saturday, mostly in pouring rain; 70 miles on Sunday, over very heavy roads; 100 miles on Tuesday. A total of 305 miles without any mishap or trouble with. my motor. An over-zealous policeman near Bishop’s Stortford caused me, through misjudging my pace, to pull up rather too rapidly, whereby I stumbled, and, the motor falling on its side, the left pedal was snapped off. This, however, was soon replaced at the shop of a local cycle agent, and nothing else occurred during the whole time to in any way interfere with the perfected mechanism of my wonderful steed. It had done its work well and effectually, and was a revelation to all who saw it. Both the rider of the machine and the manufacturers received the congratulations of some of the principal officers engaged in the manoeuvres, during which it had been employed with such excellent results.'”
There’s a smashing yarn about the bicycle battalions and heroic motor cyclists in the 1909 features section under the heading “Ripping yarns: England Invaded!”—Ed.

“SIR,—BEING A BIT OF an engineer, I have various schemes and ideas which I should very much like to put into practice if I only had the material to work upon. One of my suggestions is: Why is it not possible to make a nice little steam motor-bicycle? Something on these lines Arrange two small cylinders, one on each side of the back wheel, or one on each side of the crank bracket, something similar to the way they are placed on a locomotive, and drive direct, doing away with the ordinary cranks and foot-pedalling gear as arranged at present. Surely it is possible to build a nice little steam-raiser to fit low down in the frame which would generate sufficient steam to travel at the rate of, say, 20 miles an hour, if necessary with the aid of those little burners known as the ‘Aetna’, burning petroleum, which can be purchased at any little oil shop. Supposing the cylinders were two-inch bore and three-inch stroke, and a small tubular boiler with ‘paraffin’ burners, as stated above this arrangement should work very well. The tyres should, of course, be two-inch ones, and the pressure gauge and starting lever should both be on the handlebar, with brakes, as now, on front and rear wheel: In this case the motor would be started at an easy pace, and a running jump made into the saddle. The speed could, of course, be easily controlled in the case of steam, and gradually put on as desired. The weight, I do not think, would be any more than the present makes, and if any rather on the lighter side, as it is not necessary to carry a boiler of such huge capacity as 100 miles or so. A stop now and again would be a pleasant change from sitting in one position for, say, two or three hours at a time, because, unless the weather is of a warmish tendency, one is very chilly on a motor-bicycle…The good old steam engine we have always with us, and the control is so easy—think of it!—just ease that tap a bit and she either glides forward or retards herself as the case may be. There is no doubt that the single tracker is the most easily stored and tractable mount, more especially as it is bound to be to a certain extent a fine weather hobby, and it is on those nice little long jaunts that one realises the beauty of a small auxiliary power to give one a lift up behind.
V0 Smith.

“SIR,—WITH REFERENCE TO pedalling in motor cycling races. I think this a question which requires carefully thrashing out at once, while the thing is in its infancy and when definite arrangements can be more easily arrived at than when it has become a recognised feature at race meetings, etc…One can hardly expect the same rules to apply in an open motorcycle race on the track that would be used in a competition arranged solely for the advancement of the trade. I certainly think that pedalling should be restricted to certain limits at the actual start of a race; the race then becomes a test of skill, and not a trial of physical endurance. In proof cf this I might point out that Messrs SF Edge and C Jarrott, when they rode in such races, perhaps on occasions riding identical machines, if one missed a single explosion it generally lost him the race. Again, I think, that some test ought to be arranged in which the use of the pedals is altogether forbidden. This, I think, would prove interesting, and should he beneficial to the trade as it would give prospective buyers a better chance of making a selection from the numerous different makes…I have no doubt that this section of a automobilism (which will ultimately become the largest) will be taken in hand in the near future by the Motor Union, to the benefit of all concerned.
TA Logan.

“CONSIDERING THE INCLEMENCY of the outdoor conditions there was quite a respectable crowd of onlookers, and the trials were followed with keen interest from start to finish. The love of sport showed itself when two of the competitors were pitting their machines against each other, and the hill-climbing tests quickly drew the crowd away from the lesser excitement of the last of the track circuiting. An entry of twenty-three competitors was secured, and of these fifteen braved the elements. Most of the prominent machines were represented… There was no limit to the power of the engine in the case of motor-bicycles, and the only tricycle which competed came inside the three-wheeler limit of 2¾hp. Under the eyes of the observers petrol tanks were filled to their utmost capacity, and the first two machines ready were sent on to the track to reel off a saturating sixty laps. These were the Singer tricycle and the Singer bicycle, ridden respectively by E Perks and F Birch, the inventors of those clever machines. A good 20 an hour was easily attained. Then there went on B Yates (2hp Humber), JC Nixon (1¼hp UMI), followed by H Martin, on the 2hp Excelsior. Then we saw a bit of pace, for Martin took the wet and somewhat slippery course at 27 an hour. AT Nixon (1¾hp Hewetson), W Parry (1¾hp Minerva), CR Abbott (2⅛hp Strettons), J Leonard (1¾hp Werner), E Permen (1¾hp Enfield), AC Wright (1¾hp Ormonde), GV Rogers (2hp Mitchell), EH Arnott (1¾hp Werner), A Westlake (2½hp Chapelle), and TB Andre (1¼hp Derby), were the other starters. After going for a few miles Rogers suddenly reversed his leather cap, pulled it over his ear and gave hisMitchell her head. The pace became warm and looked a deal warmer than it was. It was noticed that Rogers was nearly holding Martin, but after a little while Martin seemed to ease slightly. Rogers now put his arms akimbo and crouched low, and his pace steadily increased to nearly 30 an hour and the crowd entered into the spirit of the contest.

Martin certainly was not going. so speedily as we have seen him do, but maybe he had an eye to the need for keeping his engine cool for the hill tests. Moreover, the Mitchell was flying light having light wheels and tyres, unprotected by mudguards. It was very noticeable that despite the comparatively dangerous state of the track and the pace attained by some of the men, there was not a single suggestion of sideslip. The two Singers kept close together for the whole way and made an excellent show. As each man finished his allotted task of 20 miles on the track within an hour, he was directed out of a gate (without dismounting) over some loose rubble, and up the hill to the foot of the North Tower; at the top he turned and rode to the bottom, and then essayed the hill twice more, returning to the track. On the hill the Singers again made a good show, being the only machines which actually climbed the hill without being assisted by the pedalling of the rider. H Martin, on the Excelsior, rode the hill twice without pedalling, but at his first essay he switched off at a nasty patch of grease, and had to give two or three strokes of the pedals in order to get the engine well going again. The Mitchell had a high gear and a loose belt and was thus put out of the hill tests. On returning to the track, tanks were again filled and the quantity to do this was noted, and thus the consumption of petrol was ascertained. The mishaps were few; Westlake had a wire jolt loose, Abbott had trouble with his sparking plug, Wright broke his belt, and JC Nixon and JJ Leonard failed to finish the track ride, the latter discontinuing because his ‘observer’ wrongly told him that he had finished his distance.” RESULTS. Hillclimb: 1, B Yates (2hp Humber); 2, F Birch (Singer bicycle); 3, H Martin (2¾hp Excelsior); 4, EH Arnott (1¾hp Werner); 5, AT Nixon (1¾hp Hewetson); 6, JC Nixon (1¼hp UMI). Fuel consumption: 1, F Birch (Singer bicycle); 2, B Yates (2hp Humber); 3, GV Rogers (2hp Mitchell); 4, E Perks (Singer tricycle); 5, TB Andre (1¼hp Derby); 6, AT Nixon (1¾hp Hewetson). For the record, the Motor Cycling report included the times for each contender and their fuel consumption—B Yates was timed at 1min 35⅕sec; F Birch used 1pt 14½oz. [All well and good, but the consumption test was over 20 miles plus three hillclimbs. And as the report didn’t include the length of the hillclimb the times taken and fuel used don’t mean much. Far be it from me to be judgemental but they wouldn’t have been that sloppy on the Blue ‘Un.—Ed] Pedals were not used in ascending the hill by the following, viz: No 5, Mr E Perks, on Singer motor-tricycle, did not use his pedals during any of the three ascents. No 7, Mr B Yates, on Humber motor-bicycle, did not use his pedals during the third ascent. No 6, Mr F Birch, on Singer motor bicycle, did not use his pedals during the third ascent. No 9, Mr H Martin, on Excelsior motor-bicycle, did not use his pedals during the third ascent.”

“MR EH ARNOTT, OF WERNER Motors, writes concerning the amount of pedalling done in the hill-climbing portion of the Crystal Palace trials, and adds: ‘I competed in these tests on a 1¾hp New Werner, and the amount of pedalling I did was limited to, I should think, certainly not more than 5% of the distance. I rode every individual part of the hill without any assistance from the pedals, but did not make a complete climb owing to the carburetter of my machine having had a knock while on the journey from town, which caused it to leak very badly, and made it impossible to keep the mixture at all constant. If I had pedalled all the way up the hill, my times would have been very much faster. Davis, Allen and Co, who handle the Mitchell, also wish to clear up wrong impressions. Mr GV Rogers, who rode their machine, accomplished the 20 miles, they state, at the average rate of 39½, miles per hour, reeling some of the miles off in 1.40 and 1.41. This rider, who has twice accomplished the mile in 1.16 on a special machine, did not go his best pace, but he passed all competitors frequently. In turning off for the hill-climbing contest, the crowd fouled him, and he dismounted, and further on he made another dismount, thus losing over a minute, which has evidently been taken into his time. Also, when being pulled off his bicycle before crossing the track, the jockey pulley was knocked down, thereby loosening the belt, which continually slipped in going up the hill. In consumption of petrol, the Mitchell was put down as third.”

“IF THERE IS ONE IMPROVEMENT above others that is urgently wanted, it is a two-speed gear on the engine. Given this, there is no hill on an English road that could not be got up with even a so-called 1½hp engine. It must, above all things, be simple in its construction, and not likely to absorb appreciable power through friction.”

“WE HAVE ALWAYS HELD motor-tandems in good favour…We are glad to note that the type is being by no means neglected, as an instance of which we illustrate a roadster-tandem which has been converted by Mr G Calvert, of Woodville Road, Mildmay Park, into a satisfactory motor-tandem. The engine fitted is of 3in bore and 2⅝in stroke, with outside flywheel, and is sufficiently powerful to take the machine and two riders up a stiff hill at well over twelve miles an hour. The arrangement of the tanks, battery cases, and other parts is excellent, and the owners of the machine are thoroughly satisfied with it. There is a lot of pleasure to be gained by a couple of riders on one machine, and as the tandem is usually strongly built, we shall not be surprised to learn that Mr Calvert is doing a big business in the parts necessary for the conversion of tandems into motor-vehicles, or that other makers are doing the same thing.”

“THE WERNER, THANKS TO the perseverance and energy of the Werner Freres, did much in the earlier days of the motor-cycle movement to familiarise riders both here and upon the Continent with the motor propelled pattern of cycle. Pioneering work is always difficult, and early riders of the front-driving Werner had to pass through the ordeal in much, the same way as fell to the.lot of the early pioneers who sought to popularise the ordinary type of bicycle. Up to the present season all the machines constructed by Werner Freres have had the engine fitted over and have driven the front wheel, or perhaps it would be more correct to say, all the machines put on the market have been of this type, as many experiments in all sorts of positions have been carried out and the results carefully noted. The 1902 machine, however, is a most radical change, and embodies many special features. Perhaps the most important is the vertical engine, the advantages of which are now largely recognised, and need not be gone into, as nearly every-one is familiar with its virtues. It might be of interest to our readers if at this point we give a few general particulars of the construction and performances of the Werner in its childhood days—if we might so speak. This will bring into greater relief the features and capabilities of the 1902 machine. The motorcycle enthusiasts of the late nineties—they were few and far between—however, were then familiar with the queer looking and fussy little machine then making its debut in the streets of London. On the Brighton road, and other classic routes, one often met it flitting about, but, truth to tell, more often than not one made its acquaintance at the road side in a state of collapse, short of wind or some other trouble, or maybe its

riders were struggling with a refractory ignition lamp trying to infuse a spark of life into the thing. They were tricky and exasperating things, the Werners of those days, and one has to be an enthusiast indeed to enjoy the pretty frequent prospects of being ‘hung up’ on the road. In such cases the remarks of the country yokels are not always calculated to smooth one’s temper when wrestling with the motor. In one instance within the writer’s experience, the special qualifications of the machine were summed up in the terse sentence, ‘Rare puffers and smellers them things be, mister,’ from one specimen of the genus Hodge. Well, like most things mechanical that have a future, there was a certain degree of crudeness, or as a practical engineer might say, an amateurish cut about the first samples, but nevertheless they could with intelligent handling be got to ‘go’—on a fairly level road, at all events….The motor was, in principle, the same as that of to-day, namely, a four-operation internal-combustion engine. There was no such luxury (some readers may question the use of this word) as the electric ignition system, however, and the firing was performed by means of a red hot tube of nickel or platinum. Regulation of the speed was only possible within a limited extent, as the ignition could not conveniently be advanced or retarded. The power claimed by the makers was one horse power (on the brake test this figure required a big discount knocking off). Strangely enough, outside fly wheels and a cased-in crank were adopted in the first motors. This is interesting in view of the fact that there is a good deal of discussion going on as to the likelihood of a return to this system. The motor itself occupied the familiar position over the front wheel, driving this through a lightly built pulley attached to the hub, but outside the fork end bearing. The maximum speed obtained reached 15 miles per hour on good level roads, and hills—even slight ones—required plenty of pedalling to get up. The question of the frame has received very careful attention, and Messrs Werner very strongly condemn the practice of fitting a motor to what is merely a strengthened bicycle frame, as the strain on a motor-bicycle very-different from that of the pedal propelled machine. From the point of view of construction they contend that a motor-bicycle should not be looked upon as a bicycle at all, but as a light two-wheeled vehicle—the engine and transmission to be considered first and the frame then constructed to suit, and not the reverse, namely, a motor to suit a given frame. The illustrations herewith show the new type Werner frame and the method of fixing the engine. The design has been registered. Apart from design, great care has been exercised in selecting the most suitable materials, and strength combined with lightness has been the aim of those responsible for its construction. It will be noticed that the motor is fixed in a particularly rigid part of the frame, the apex of the system of tubes being completed by the crank case, the two bolts through which form the main supports of the motor. This will strike one as being a sound mechanical arrangement.

Then of course there is the additional stiffening tube between the main tube and diagonal, giving the necessary strength independent of the motor connection. The front forks and crown have received special attention. It will be seen in the illustrations that a very simple method of fixing the combustion head and cylinder to the crank case is adopted, two minutes being sufficient to take all three apart. The lubrication of the engine and all its bearings has not been neglected, and a pump is fitted in a convenient position, so that it is not necessary to dismount in order to lubricate. A supply of lubricating oil for about 450 miles can be carried. The transmission from the engine to the driving wheel by a flat belt, is one of the most noticeable departures. from the beaten track, and Messrs Werner Freres express themselves as being satisfied with the result. It was, of course, thoroughly tested against other types before being finally adopted, as the effectiveness of the transmission is vital to the success of a machine. The ignition is, of course, electric, and the spark is obtained. by the accumulator and induction coil system. The accumulator is unusually large for a bicycle, and shows 4.2 volts 20 ampere hours. All wires are visible and it is a simple matter to see that they are insulated. It still remains to be proved that a better method exists. The contact breaker, which is of the make-and-break type, can be seen in the illustration. The carburetter is of the spray or pulverising type. It is claimed to be free from the defects of the original surface pattern—as to its being more or less economical in petrol consumption than this it is too early to speak yet, perhaps; it is fixed in a favourable position near the combustion chamber, where it will get the advantage of the heat in promoting’ vaporisation. Regarding the brakes, two are fitted, a back-pedalling hub brake on the rear wheel and a hand applied rim brake on the front. The tyres are 2in section, Clipper-Michelin, Dunlop, or Clipper motor-bicycle tyres. The sizes of the frames are 22in and 25in. Efficient mudguards are now provided, a point formerly overlooked, and a good spring saddle is now fitted as desired; a maximum speed of 30 miles per hour on good level roads has been reached, and hills of one in ten can be taken comfortably with the 1¾ horse power engine. The machine described above is built completely at the Werner Works, Paris, but Messrs Werner Motors are now putting upon the market a similar machine fitted with the Paris-built engine and accessories, but the frame and the whole of the bicycle parts are built in England of the best materials and the highest possible finish. The difference in price is £7 10s, the French machine being £45 and the English 50 guineas. The difference in specification lies in the brakes, the fork crown, the sizes of the frames and the special method of building up the belt pulley. Either a back-pedalling or a hand applied rear wheel band brake is fitted, and a hand applied front rim brake. The fork crown is a three plate, and the sizes of the frames are 22, 24 and 26in. We must not omit to mention that Messrs Werner that their Motocyclette is the result of practical experience and is in no sense an experiment.”

MESSRS S SMITH AND SONS, the well-known horologists, of 9, Strand, WC, have just completed the first specimen of their new patent combined motor chronograph and speed indicator. The dial is arranged in two ways. In the first any speed from 1 up to 150 miles an hour is allowed for, whilst in the other, the maximum speed provided for is 60 miles an hour. The method of ascertaining the speed is extremely simple. Thus the second hand is started from zero on passing a mile-stone; at the next stone the hand points, for example, to 45sec, and on the outer ring of figures 80 miles an hour; at 1 min, the outer figure is 60 miles, and so on, whilst if the hand has completed one revolution, and has reached, say, 1min 30sec, one looks at the second ring of figures which apply between one and two minutes, and reads 40 miles an hour. The chronograph is exceeding useful. It is started from zero when the car starts running by pressure on a stud, and this stud is pressed at every stop and restarting of the car, so that at the end of the day the actual running time only has been recorded, one’s ordinary watch telling one the total time including stops. We believe that a watch is being made to include the chronograph and the speed indicator in one instrument.”

“IN WRETCHED WEATHER, so wet and windy in fact that, after some time, racing was stopped, the competitions at Nice for 1 mile and 1 kilometre were commenced on Thursday. Osmont on a De Dion-Bouton tricycle (8hp) covered the mile in 1min 9⅗sec, beating his own time made at Deauville last year by no less than 5⅖sec. Williams on a 3hp motor- bicycle accomplished the distance in 1min ⅗sec. Cissac’s motor-bicycle record standing start was also beaten at Nice on Thursday by Williams, who on a Clement bicycle accomplished the distance in 1min. 27⅗sec.”

“WE HAD AN INTERESTING chat with J van Hooydonk last week, immediately after he returned from a trip extending from Dieppe to Nice—across France, in short. He had accompanied Mr Jo Pennell on this interesting journey as far as Nice, whence that enthusiastic motist intended to continue to Florence by a devious route, making the journey one of over 1,000 miles. Hooydonk, who returned by train, owing to business calls, told us that the ride of 800 miles—801 miles, to be exact, shown by cyclometer—occupied exactly a week without any trouble, and only four fresh supplies of petrol being required en route, the spare tank being full on arrival at Nice. The start was made from Dieppe on March 31st, Mr Pennell having ridden to Newhaven the night before,. The first day was wet, and a stop was made at Evereux, about 100 miles distant, for the night. Next day, which was still wet, they went through Dreux to Chartres for lunch and finished up at Orleans for the night The next day Gien, Cosne was passed, following the Louvre, River, and so on to Nevers. Moulins was the objective next day, and en route they had a peculiar experience. The Allier river had overflowed for 300 yards, and it meant driving through three feet of water. At Moulins they had their first taste of hills. Entering La Pallisse they came upon a very steep hill that was reminiscent of Devonshire, and then made for Roanne. Shortly after leaving this town they started climbing Mont Tarrare, which seemed about 20 miles long without a break. A. stop was made at Tarrare for the night, thus making the longest run—nearly 200 miles. The road was practically down hill to Lyons, where the accumulators were recharged, and the stopping place for the night was Valences. The further journey, via Orange, Frejus and St. Maximin, was marked by heavy climbing and surmounting the Esterel ere they descended into Cannes. The arrival at Nice, about twelve miles from the Italian frontier, was made at noon on the Sunday.”

“ONE OF THE FEATURES of the Chicago Show was an electric bicycle, which is claimed by the maker to be capable of keeping up 14 miles an hour for 200 miles. The battery weighs 40lb, and the complete machine 67lb. This battery is a tight metallic construction without plates, acids or lead, and it acts without giving off fumes or jarring out of liquid. The little motor is incased and is fitted at the bottom bracket, driving direct to the back wheel by chain; there are no pedals. The makers are the North Western Storage Battery Co, Chicago.”

“WE ILLUSTRATE A NEW transmission gear—an elastic shaft—which has just been protected by Mr FW Aston, Tennal House, Harborne. As will be seen from the diagrams, the motor is mounted just behind the steering pillar transversely with the frame, being clamped between the two members of the double top tube (TT, Fig 2). The power is transmitted direct through the shaft, MB, to the bevel, or worm gear, B, on one side of the rear hub. The shaft, MB, is of considerable length, and being constructed with such cross section as that indicated in Fig 3, possesses a very large torsional elasticity, and is so designed as to take up, by reason of that elasticity, the explosion shock of the motor drive, which has hitherto rendered direct driving without slip impossible on motor-bicycles. A few advantages claimed for this design are: Direct drive without loss of power due to the slip of belt or clutch; motor well away from mud and dust, in the best cooled and most get-at-able position on the frame, all the important parts being accessible from the saddle. No restriction to the length of bearings; simplicity and lightness of gear, which may be entirely enclosed and run in oil; and even distribution of weight.”

“TO CROMER ON MOTOR BICYCLES—A short account of the Easter Tour of two members of Motor Cycling’s staff, by one of them…The party was to consist of four, but one decided to go on a car, so that left three, while as another could not get away on Thursday evening only L Perman was left of the London brigade, while I represented the Midlands. The Catfordian rode a Royal Enfield machine, while the writer bestrode a Quadrant bicycle fitted with a 1½hp Minerva engine and having the Birmingham firm’s latest speciality—the one lever manipulation. Our meeting place was the Sun Hotel, Hitchin, and under that hospitable roof we foregathered on the Thursday night. Leaving Hitchin about 11 o’clock, we sped along under a cloudless sky and over splendid roads until nearing Newmarket, when both of us were troubled with defective ‘sparking’, caused, as we quickly ascertained, by oil getting on to the trembler. We were soon aboard again. After lunching at Newmarket we had a glorious run to Thetford, the 19 miles which separate these two places being covered well inside the hour. At Thetford, in addition to a welcome cup of tea, we were able to replenish our supply of petrol. On leaving this picturesque township we ran on to roads as nearly perfect as one can well desire at this season of the year, and made rapid progress until Perman had the misfortune to break the trembler blade, an accident which caused some 20 minutes’ delay. It was nearly dark by the time we reached Wymondham, and the keen, bracing air having sharpened the cravings of the inner man we decided to stay the night, and comfortable indeed were our quarters at the Red Lion Hotel. On Saturday morning we were early on the move, as see intended reaching Cromer in time for the motor trials at 11.30. The rain in the night had made the roads rather sticky, but good progress was made to Norwich. Here we had a look round the ancient city, and started again soon after ten o’clock—Gunton Park, Lord Suffield’s beautiful place, being reached at 11.30 although the roads for the last 12 miles were in an awful state—the result of metal patching and heavy rain, The Marlborough House Hotel at Cromer is a capital headquarters for motists, as, in addition to being well attended to in every respect, both petrol and lubricating oil may be obtained in any quantity; the proprietor of the hotel, Mr FW Rogers, always keeping a large supply in stock. Sunday was an ideal Spring day, and under most pleasant conditions we commenced our return journey. This was made via Fakenham to King’s Lynn, where we parted company, Perman journeying on to Ely, and then through Cambridge to town, while the writer proceeded by way of Spalding to Nottingham, and thence to Birmingham. Perman covered a distance of 310 miles while my total was some 40 miles more. During the whole journey the troubles we experienced were only of a trifling nature, while the average mileage per hour was very good considering the heavy wind which faced us for at least two days. It. was an ideal holiday, and our only regret was that it came so soon to a close.”

“MESSRS BAYLISS, THOMAS AND CO, of Coventry, are one of the oldest firms in the cycle trade of this country, but the extent of their experience, contrary to the usual run of things, has not caused them to adopt and remain in one groove, or to oppose any new method or novel form of locomotion. They were probably the first in this country to recognise the merits of the Minerva system of constructing a motor-bicycle, and to put that system into effect. The Excelsior motor-bicycle was placed on the market early last year, and the experience gained has been turned to good account. The frame of the bicycle has received special attention. Stout-gauge tubes are. used throughout, with strong lugs of ample length and suitable liners. The Hyde free-wheel clutch is fitted, and two brakes are provided ; one a pull-up rim brake, acting on the front wheel, and a Bowden brake acting on the rear wheel. A large, roomy saddle is supplied, whilst the design and general arrangement of the whole machine are such as conduce to every comfort. The need for the absorption of vibration arising from road shocks has received considerable attention, and on the present patterns a spring head is being fitted. The wheels are substantial, and on to the spokes of the rear wheel is clamped the rim for the driving belt. The front forks and fork crown seem to be amply strong for the work they have to do. The machine is efficiently protected by mudguards. The motor occupies the well-known Minerva position, attached below the down tube, the weight being low and the cylinder being fully exposed to the rush of cooling air—a point which is being overlooked by some makers, who have adopted more sheltered positions. The nominal horse-power is 1½, and is usually sufficient to carry machine and rider up most ordinary gradients with-out the latter being called upon to pedal; but ever so little help from the rider is an advantage, as the motor is able to maintain its speed and therefore its efficiency. Moreover, it does not overheat. The carburetter case is so arranged as to form (1) the carburetter; (2) the petrol tank, and to provide storage room for the accumulator, the induction coil and the oil reservoir. The carburetter is of the surface type and never causes trouble, the mixture being entirely under the control of the rider through the mixture tap. A throttle valve is fitted, so that on hills full gas may be given to the engine, and on favourable stretches the supply of gas can be cut down to the effective minimum, power being obtained by advancing the sparking. The exhaust box now fitted is of large capacity, and it effectually silences the exhaust without checking the expulsion of the burnt gases. The necessary taps and levers are conveniently placed, the current being switched on and off by the act of twisting the left handle grip. The gas lever and speed lever, the only two that are required for actual driving, being controlled by the right hand. The mixture lever and compression tap lever are on the left. In the later patterns the compression tap is dispensed with, a plug taking its place; this only needs to be undone when the cylinder requires its occasional washing with paraffin. Instead of the compression tap, the much more convenient and useful exhaust valve lifter is fitted, a contrivance which is greatly appreciated when driving the motorcycle through traffic. It has this advantage, that when the exhaust valve is lifted the suction of the piston is too small to open the inlet valve, so that petrol is economised. Lubrication of the engine is effected from, the oil reservoir means of a small hand-pump attached below the saddle. The plunger rod being lifted, the barrel of the pump fills with air. Then the valve between the pump and the reservoir being opened, the air is forced into the reservoir, whence oil is driven out by air pressure and so fills the pump barrel. When the plunger has risen to the top the three-way tap is turned over, thus closing the valve from the reservoir and opening the one into the crank chamber of the engine, into which the oil may now be expelled. This operation, performed once every 20 or 25 miles, provides perfect lubrication, provided the best quality oil be used. Ignition is effected by electrical currents, the primary current being obtained from a pair of accumulators which register 4.4 volts. The coil is of a modern type, by which the system is greatly simplified. The one high-tension wire passes from the coil through the metal case and goes direct to the sparking-plug, so that the wire which is most liable to short circuit can be quickly run over in case a defect is suspected. Belt transmission is utilised, and the method of taking up any slackness is simplicity itself. The belt is unhooked at the joint and is twisted one or two turns and again hooked up, the operation not taking a minute. Messrs Bayliss, Thomas and Co are this year marketing a higher powered machine, which is shown, with Mr. Martin, in the accompanying illustration. The motor is placed in the low position favoured by this firm, the frame of the bicycle being, lengthened and raised in order to provide the necessary space for the larger motor. The motor nominally develops 2¾hp and is air-cooled. Large valves and sufficiently wide hearings are provided, and generally the machine has proved of very high efficiency. For racing purpose, for hilly districts, and for those who require to attain more speed than the 1½hp vehicle permits, this pattern will prove very acceptable, especially as the increase in cost is not very great. The steadiness in running of the 2¾hp was noticeable in the races held at various tracks, but for general work the 1½hp is found to give ample power.”

“OVER IN THE STATES the motor-bicycle has undoubtedly ‘caught on’, and there would appear to be something of a boom in them just now. The making of these small motors and their accessories is just that class of light mechanical work that offers a wide field for the application of that inventiveness and ready resource for which the American engineer is so famed. Most of the American motor-bicycles are possessed of a striking individuality; each maker seems to have struck out on a line of his own in design and equipment; there is no following a set pattern such as we are familiar with here. Like their bicycles, the motorcycle of the States is full of novel points, and, although we might reasonably question the utility of some of them, still it is very instructive and interesting to study a few of these features. The perfecting of the motor-bicycle will prove to be now mainly a question of detail, so that anything likely to possess merit is worthy of consideration as assisting towards the attainment of the perfect machine—if such a thing be possible. The Orient is put on the, market by the Waltham Manufacturing Co, Mass., and they were one of the first firms in the country to take up the motor-bicycle. It is probably the largest and most powerful machine in use, consequently it does not claim to be a light machine. Its appearance also is somewhat bulky. The frame is of special design, and the motor—. which is 2¼hp—is mounted in the forward part of the frame in a slightly inclined position. It drives, by a belt, and the special tightening gear should be observed. The petrol tank is fixed over the rear wheel, and the coil and battery are carried in a case supported from the top tube. The spray carburetter will be found just over the bottom bracket…Marsh Bros, of Brocton, Mass, build the Marsh, a machine of light weight and taking appearance. The motor will give

1¾hp and the total weight comes out at 90lb. It will be noticed that the motor forms an integral part of the frame, forming as it were the diagonal tube. A spray carburetter is fitted, and the petrol tank, of very compact design, is fitted along the top tube. The inlet and exhaust valves are placed on the front of the cylinder, to reduce the width and also to obtain the maximum cooling effect… A rather bulky-looking case containing dry batteries on the rear stays supplies the sparking current. Driving is by means of a leather belt, tightened with a jockey pulley, and it will be noticed that the fork crown of the machine is a specially strong one. “The Indian is manufactured by the Hendee Manufacturing Co, of Springfield, Mass. The motor is built into the frame between the saddle pillar and bracket, and can be readily detached if

necessary. The drive is a chain one, the motor pinion driving to a countershaft at the crank bracket, and after this reduction directly on to the rear wheel. The petrol tank seen just over the rear wheel supplies the carburetter, which is of the spray type, and is mounted just forward of the cylinder. The popular method of single-lever control is adopted, this combining the switch, spark timer and exhaust valve opener. There is also a throttle valve fitted, but this is not used except when climbing hills of 12 or 15% grade. A sight-feed lubricator, holding enough for 40 miles, will be observed fitted into the crank chamber. This is supplied from a small tank fitted under the rear stays. Dry batteries, fitted into a circular case, supply current to the coil for the electric ignition. The weight complete comes out at 92 pounds, and it is claimed that steep hills can be ridden at a speed of i8 mph. Visitors to the last Stanley Show will remember this pattern on exhibition there. The Merkel Manufacturing Co, of Milwaukee, has designed a motor-bicycle mainly as a machine for everyday use, and not as a racing machine. It possesses some rather interesting features in its design. The position

of the motor is not a common one adopted in American practice. It is strongly clamped in three places between the main tube and the seat pillar, and there is also a strengthening strut just above the bottom bracket. The motor cylinder has a special form of radiator fitted, giving a large cooling surface, there being 267 square inches of radiating surface on the cylinder alone…the dimensions of the cylinder are 2⅝x2⅝…ample power for general road riding is developed. In the fitting up of the crank case—which is of aluminium—all the bolts pass inside thus, thus giving a neat and smooth appearance to the exterior. A drip-feed lubricator is fitted into the crank case, and this is supplied from the tank above. A carburetter of the spray pattern is employed, and this is fed from a supply tank supported from the top tube of the frame. The ignition batteries are carried in a case fixed to the rear stays. The exhaust box, or muffler employed, is of a unique form: The exhaust passes through a cast neck, which also serves as a clamp, thence it passes into the lower main tube, through a series of quarter-inch holes. It then passes through a cross tube into the diagonal, and is finally expelled through a series of small tubes in the rear of the upper portion of the seat mast. The drive is by means of a twisted-hide belt, a jockey pulley being provided for tensioning. In the building of the frame special attention has been paid to the strength of the fork crown. A single-lever control is fitted, and the total weight of the machine comes out at 90 pounds.

The Industrial Machine Co, of Phoenix NY, turn out the De Long, which is probably the lightest and neatest motor-bicycle extant. It only weighing 60lb and carries sufficient petrol to run. The tank is ingeniously contrived to serve as the top tube of the frame, and the lower main tube carries the battery and spark coil. Lubricating oil is contained in the short tube between the motor head and seat pillar lug. The motor itself forms the lower portion of the seat mast, and it is very rigidly mounted in the frame. The drive is by means of a single chain, this serving also for the pedal starting. Amongst other features, a single lever control is fitted, and the tread comes out very narrow, only 5¼in. The carburetter is of the spray form and, it will be noticed, is fixed on top of the motor cylinder. The ignition is by means of the usual coil and dry cells although so light in weight that the motor has ample power for ordinary road riding and hill climbing. One of the most enterprising makers in the States is the Buffalo Automobile and Auto-Bi Co, which will be better known

under their old name of the ER Thomas Co. They have made some fresh departures this season from their old model, in which the engine was placed at the back of the head and parallel with the lower frame. In the new type the engine takes the place of a down tube, and is therefore a real motor-bicycle, and not a bicycle with a motor fitted to it. The petrol tank is now carried on the lower tube, and the top tube is used for carrying the lubricating oil, which is pumped into the crank case. The other model is chain driven on the left side, and this pattern we illustrate. The engine is of 2½hp with large diameter and thin drop forged fly wheel. The company have simplified the one lever attachment. In fact, a switch on the right handle starts and stops the motor, advances and retards the spark, and lifts the compression valve. All unsightly wires, levers, and switches have been done away with. A new silencer is fitted, which is so constructed that a turn of the lever turns the exhaust into the open air instead of into the silencer. It is claimed that this gives more power for hill climbing. The American Cycle Manufacturing Co (American Bicycle Co) have placed a new motor-bicycle on the market, and it will be noticed that the engine is placed well back behind the down tube. This engine is of 2¼hp, the cylinder being 2¾in by 3in stroke. Transmission is by chain to a large chain wheel on the left hand side. The popular ‘carrier’ style of petrol tank is carried over the back wheel, battery and coil rest on the down tube, and lubricating oil on

the saddle pillar tube. Control is by a single lever, which allows control of a machine without removing the hands from the handles. In starting, a method has been devised to allow the power to be gradual so as to prevent excessive jerking and the breakage of chain. The petrol tank carries sufficient for 100 miles. The Wheel base is 53in, frame 22in, and weight 115lb. The Steffey is one of the very few motor-bicycles fitted with water-cooling. The power of the motor is 1½hp, and it is specially designed with a one-piece crank and shaft, and large-diameter outside fly wheel. The position of the motor is inside the frame and inclined over the main tube. Chain driving is employed direct on to a large sprocket mounted on the rear wheel axle. For tensioning purposes, a small idle pulley is provided. This is carried by a bracket fixed to the rear stays. The petrol tank will be observed carried below the horizontal tube, and between the diagonal and back forks the water tank is fixed. The ignition is electric, on the coil system. Control is effected by the advance spark lever and gas throttle. A silencer of effective dimensions is fitted just below the main tube. This machine is made by the Steffey Manufacturing Co, 2,722, Brown Street, Philadelphia. The Royal Motorcycle is manufactured by the Royal Motor Works, Spalding-Bidwell Building, New York. It is designed on very neat and symmetrical lines, and has some special features worthy of note. Amongst these might be mentioned the build of the frame. The seat post is divided above the cylinder and joined again at the bottom bracket. The motor, of 1½hp, is fitted in the space thus formed, and it is very rigidly clamped to the tubes. The radiators on the cylinder, it will be observed, are of a special shape, and these ensure very effective cooling. The drive is by gearing on to the bottom bracket, and from thence by chain to the rear wheel sprocket: The carburetter is of the spray pattern, and is supplied from a tank carried by the back forks. The con-trolling

levers are mounted forward of the top tube and communicate by rods to the throttle and spark advance gear. The ignition coil and battery are clamped to the main tube. he Stahl motor-bicycle is made by the Home Motor Manufacturing Co, 2,047, Ridge Avenue, Philadelphia. Either a 1½ or 2hp motor is fitted. It will be observed that the motor is fixed in a vertical position, and clamped to a loop made in the main down tube, and the width of tread is not thereby increased. The drive is by means of a leather belt on to a pulley mounted by stout arms to the rear wheels. A tensioning pulley is provided, and this is manipulated from the saddle. The speed is controlled by a single lever, and the range is from 6-30mph. The ignition batteries are carried in the usual case behind the saddle, and the coil is carried under the top tube. A spray carburetter is fitted, and the petrol tank has a capacity for 100 miles. The manufacture of the Keating has been continued by the Eisenhuth Horseless Vehicle Co, and in the 1902 model many original features are embodied. The

motor is mounted at the rear of the diagonal tube, and drives by chain and reduction gear to the rear wheel. A clutch for motor connection and disconnection with the chain drive is fitted. Instead of a float-feed carburetter, a vaporiser, which is arranged directly underneath the petrol tank, is used, and this works perfectly through a very large range of temperature. At an actual test it was run indoors at a temperature of 65°, and then run outside with the temperature e below zero, without requiring alteration in the adjustment. Another novelty is the utilisation of the rear mudguard—which is made hollow—to serve as the exhaust box. The petrol tank is fixed in the angle formed by the rear stays and diagonal tube, and an extra supply can be carried in a tank fixed over the rear guard. Single lever control is adopted, and when the lever is pulled right forward the power is shut off, and the machine is set ready to start. The Clemens is a chain-driven machine

built by Chester E Clemens, of Springfield, Mass. It is of about 1½hp, and is powerful enough to climb a 19% grade without pedalling with the ordinary gear—9 to 1. The crank case of the motor is permanently built into and forms a part of the frame, thus ensuring rigidity and perfect alignment of the chain sprockets. The cylinder and combustion chamber are cast in one piece, and extra large cooling surface is provided. The silencer is provided with a cut-off for exhausting straight into the air, to obtain more power in hill-climbing, etc. A special feature of this machine is the arrangement of all the control in the handle. The left grip, when turned slight y forward, opens the exhaust and puts on the current; turning the grip still-further advances the spark. The right grip controls the throttle valve, thus altering the speed without changing position of the spark advance. The ignition is provided by a coil and four dry batteries—these being carried in a leather case behind the back stays. The petrol tank carries sufficient for 75 miles. The Freyer and Miller was shown for

the first time at the recent Chicago Autocar Exhibition, and there are some rather novel features in the construction. The drive is by chain on to the rear hub, which is provided with a friction clutch providing for a certain amount of slip in starting. The motor is mounted behind the diagonal and the crank case is built into the frame and there is also a reducing gear in the crank case so that only one chain is required. The petrol tank is mounted between the two top tubes of the frame and a spray carburetter is fitted just forward of the diagonal. The distinguishing feature of the machine, however, is the ignition gear, which consists of a small magneto dynamo mounted on the back forks. This is driven by a small band from the motor pulley. This gear is remarkably efficient. Control is effected by two levers mounted on the handlebar; one advances the spark and the other opens the throttle valve. The silencer is of good size and is clamped to the main down tube. The Morgan, made by the Morgan Motor Co, 54, Columbia Heights, Brooklyn, is manufactured on familiar lines. The motor is clamped on to the main tube in an inclined position, and drives on to the rear wheel by means of a twisted rawhide belt, a jockey pulley being provided for tensioning. The battery is carried on the rear stays and the coil is clipped to the diagonal. The petrol tank is carried from the top tube and supplies a spray carburetter. “

“PROBABLY THE FIRST MOTORCYCLE club in. America has been named, appropriately enough, the Alpha. The club has adopted as its uniform a leather cap and coat, with leather leggings for lengthy spins. The club monogram and membership number will be on the left and right sleeve respectively, and the colours are cavalry yellow. Weekly and special runs are carried out, and the club have entered for the endurance run from Boston to New York on July 4th and 5th.”

“AT A MEETING HELD at the Albion Hotel, Lincoln, last Wednesday, it was decided to form a motorcycle club, under the title of ‘The Lincolnshire Motorcycle Club’, the headquarters to be at the Albion Hotel, Lincoln. The subscription has been fixed at 10s 6d. A further meeting to draft rules, etc, will be held on Friday of this week. The hon sec pro tem is Mr FH Sharman. We think that a move in the right direction has been made in forming such a club, especially for motorcyclists, as motorcycles and cars do not go very well together. The club, energetically pushed, should have an excellent future, and we wish it every success.”

“THE BAD WEATHER with which, unfortunately, we were favoured at the weekend, did not tend to improve the attendance at the initial run of the Motor Cycle Club to Brighton on Saturday, but there was a fair muster of members and others at Purley Corner, and the arrangements were carried out without a hitch. There were a few cars on the road, and quite a number of notable faces were to be seen at Brighton on the Sunday.”

“THE AUTOMOBILE CLUB’S EXHIBITION, now being held for the last time at the Agricultural Hall, is, without the slightest question the finest show of motor vehicles ever held in this country, and although there are a few absentees—regrettable ones in some instances—yet it will be readily conceded that the show is thoroughly representative of the industry. Every possible class of vehicle, from the heavy steam wagon or motor mail van to the poor man’s motor—the motor cycle—is represented…Of cycles there is not a very extensive show, owing to the clause in the agreement with the Agricultural Hall proprietors, limiting the number of cycles which may be shown to twenty-four. With the removal of the exhibition to the Crystal Palace, this stipulation not obtain after this year. But the twenty-four machines which are shown are of great interest, whilst the show of accessories, clothing, and other sundries, is of great amplitude. It is in this branch that most proof is given of the vast amount of thought and attention that is being paid to the new industry. Almost every conceivable convenience is provided for those indulging in the pastime of motoring…The bicycles on view are few in number, but are fairly representative, affording an interesting survey of the subject. The best displays are those made by Singers, Humbers, and Bayliss Thomas and Co, whilst other prominent machines shown are the FN, Regina, Aurora, Al1days, Kitto, Dennis, Swift, and Hewetson. In motors, pure and simple, there is a very complete display

of all sizes and powers. Simms Manufacturing Co show a fine selection of bicycle motors, and their speciality, magneto ignition; valve lifter and advance sparking mechanism are also special features. The total weight of the motor and magneto is 36Ib. All the nuts to the axle, etc, are locked by a special arrangement, and an improvement recently adopted is the. employment of fibre in the construction of the gear-wheels. The actual power developed by the bicycle motor is 2hp on the brake.Aurora Motor Manufacturing Co exhibit two motor-bicycles, both fitted with high-powered motors. One of the machines has the motor arranged vertically, and the other slightly inclines in the frame. The method of attachment is a very rigid one. Extra large coil and battery power is provided, and another good feature is the wide and efficient mudguards fitted. Alldays and Onions are showing a standard pattern motor-bicycle, fitted with the Minerva engine. The bicycle part of the machine is thoroughly well-finished. Two brakes are fitted—a front rim and Bowden rear rim brake—Clincher A1 tyres, and a good head lock is a speciality. Lycett’s ‘La Grande’ motor-cycle saddle is fitted. Brown Bros show three well-finished motor-bicycles, one tricycle and one quad. In the bicycles the motor is fitted in the large panel of the frame, and is strongly clamped to the diagonal and main tube. An effective spray carburetter is fitted. The induction coil is clipped behind the saddle pillar and the battery is contained in a compartment of the petrol tank, 1¾hp is claimed for the motor, the drive is by means of a twisted hide rope on to the rear wheel. Total weight 75lb. In accessories there is a very complete variety to be seen, valves, switches, ammeters, and voltmeters’, accumulators, coils with and without tremblers, springs, piston rings, lubricators and several forms of spray caburetters may be inspected. Bayliss, Thomas and Co, Coventry, are showing three motor-cycles, the 1½hp gent’s, the 1¼hp lady’s, and the 2¾hp gent’s. The new devices and latest improvements are all shown, including the exhaust valve lifter and anti-vibratory head. The former is readily fitted to existing machines from which it is absent. The lubricating pump on the standard

machines has a glass barrel, so that one can be certain that the oil reaches the engine. On the 2¾hp engine a gravity feed is fitted. A new built-up belt is now being used with excellent results. We are glad to learn that ‘Excelsiors’ are selling exceedingly well. In fact the firm are pressed to the uttermost to cope with the orders. WH Kitto, Hartington Road, Chiswick, exhibits a particularly well-finished motor-bicycle. The motor is fixed just over the main tube, there is a special form of spray carburetter, and a clever arrangement of valve-lifter is also fitted. The coil is particularly good, giving an extra long spark, and has a large condenser. The belt-rim is aluminium, is bolted to the tyre rim, and is adjustable to all classes of rims. Clincher tyres are fitted, and Bowden wire brake on front wheel and back-pedal brake are also included. The Singer Cycle Co, of Coventry, display their celebrated motorcycles, which were amongst the earliest to be made in this country. The motor and all its parts are contained in the driving wheel, which in the case of the safety is the rear wheel, and in the case of the tricycle is the front wheel. The control is practically all done by means of one lever. This, in the first place, controls the exhaust valve, lifting it to ease the starting of the machine, then further movement of the twisting handle, which operates the device, opens the throttle valve, so increasing or decreasing, as the case may be, the supply of mixture. [Singer was clearly ahead of the pack with a twistgrip—Ed.] Two recent additions are the mixture lever, which enables the rider to alter the mixture whilst actually riding [Singer was clearly ahead of the pack with a choke lever too—Ed.] and the lubricating pump, which can be operated from the saddle, and which, by a most ingenious method, conveys lubricating oil to the engine. The machine is fitted with two powerful brakes. The distance which can be run by the engine is 50 miles, after which the carburetter can be replenished from the spare tank in the frame. [With a bubbler a carb-full equated to a tank-full—Ed.] A 2½hp engine can be fitted if required, the came as in use on the tandem tricycle. The lady-back tandem is an exceedingly smart piece of work, a very comfortable very comfortable seat being provided for the rear rider. As a lady’s motorcycle the Singer stands aloe, because of the perfect freedom provided fo the rider in the frame. Alfred Dunhill, of Eyston Road, NW, is showing a very wide assortment of clothing in leather, fur and other materials for the use of motorcar drivers and motor-cyclists. A new pair of leather breeches is now marketed in which the seat is dispensed with, so that the rider is thoroughly protected from rain, and yet does not get unconscionably hot. The combined legging and spat suggested by ‘Cyclomot’ has now passed through its experimental stages, and will no doubt prove of great use to motor-cyclists. A boot-top to go over shoes in cold weather, to keep the ankles warm, and a gauntlet suitable for use on a motorcycle, are among the new and useful things. Leather caps and leggings, goggles, a splendid leather dressing, and sundries of all kinds go to make up a most interesting exhibit. Joseph Lucas, Limited, Birmingham, have gone most thoroughly into the question of supplying the needs of motor-cyclists and motorcar drivers, and, moreover, not only the usefulness, but the quality and efficiency of every article has been carefully studied before it has been placed on the market. Lubricating oils form one of the chief lines, whilst lamps, horns, pumps, and other accessories are to be had at prices and in style that suit all pockets and tastes. The Ilford Motor Car & Cycle Co, High Road, Ilford, are showing the Regina motor-bicycle, which has an improved frame designed to carry its engine in a vertical position, and one in which great strength and rigidity are secured. The engine is clamped to two vertical tubes, one extending to below the bracket, which, in itself, is amply strong and of extra width. The engine develops 1¾hp, and power is transmitted by means of a wide, flat belt. Spray carburation is adopted: an exhaust valve lifter, which serves as a contact severer, is also fitted. The belt can be adjusted from the rear fork ends as a chain is now adjusted: but to provide for this on the Regina, the chain runs over a jockey pulley which can be adjusted in a slotted bracket. The capacity of the tanks is sufficient to carry the rider 150 miles on one fill. Begbie Manufacturing Co show the Aster motor in different powers; the bicycle motor is 1¾hp. They also show a line of interchangeable parts. Copper radiators on the 3hp motor are a speciality. Sparking-plugs, batteries, coils, radiators, axles, etc, are also shown. Kingston Motor and Cycle Co exhibit a capital line of accessories, including. batteries, plugs, lamps, horns, etc. There is also to be seen at this exhibit the FN motor-bicycle, which is characterised by excellent workmanship and design. The motor possesses an outside fly-wheel and spray carburetter, and drives the rear wheel by means of a flat belt. In addition, the Peugeot quad is to be seen. This is very neat in design and simple in its working parts. The motor is 3hp and is water-cooled. Bowden’s Patents exhibit a quad in which the application of the Bowden wire principle to numerous movements is clearly illustrated. The Bowden motor-bicycle is also a striking feature of this exhibit. In this the Simms engine is mounted in a vertical position behind the crank bracket. The ignition is the Simms-Bosch and the drive is by chain with spring clutch on the back wheel. All the movements are actuated by Bowden wires. Mr Arthur Brampton will be in attendance at the Automobile Show the whole of the week. Brampton’s motor chains have caught on in such a remarkable manner of late that in the near future their motor chain branch is likely to equal that bf the cycle chain. Chas R Base, 309, High Holborn, has made a distinct speciality of tailoring for cyclists and motorists, and he makes an interesting display of garments to suit ladies and gentlemen indulging in the twin pastimes. Fur coats and jackets are shown in various qualities, and leather is used in the manufacture of coats, waistcoats, and knickers for motor-cyclists. Particularly useful should the leather waistcoat be for those who suffer from the cold. A specially useful

thing should be a chamois leather cap, which is much less conspicuous than the ordinary leather cap, whilst being equally as warm and comfortable. The Hewetson Motor Bicycle is fitted in a special frame, being firmly clamped in an upright position. It develops 1¾hp, and is stated to be capable of attaining a high speed. Spray carburation is utilised, and magneto ignition avoids a number of the troubles that beset the motorist. Tank capacity is provided for about 95 miles. Transmission is effected by a wide flat belt running over a jockey pulley. The machine is well and strongly built. It is sold by Hewetsons of Tottenham Court Road, W. The Goodyear Tyre & Rubber Co make an effective display of their single and double tube tyres for motor-cars and cycles. The principle on which the tyre is made is that in each of the beaded edges a plaited wire strip is inserted. On inflation the width of the plaiting increases, and the circumferential length decreases. Thus the tyre grips the rim, and is irremovable whilst under inflation. The cycle tyre is made in three thicknesses, the A being a racing, B is ordinary roadster with three plies of fabric, and C is the puncture-proof, with five plies of fabric. This tyre, although by no means slow, has never been known to puncture. Tyres of this make are being fitted to a number of well-known makes of motorcycles and voiturettes, and are giving satisfaction in every quarter. The Souverain motor-bicycle has the motor itself hinged at the bracket, and by means of a lever it can he rocked over, so that the rubber wheel on the shaft comes into contact with the road wheel, which is thereby driven. The Liquid Air Co showed a light car, somewhat on the lines of the Locomobile driven by liquid air, contained in copper cylinders; sufficient can be stored to run the car 40 miles at 12 miles per hour. Many interesting experiments were shown, illustrating the wonderful properties of this new form of energy. One, in particular, is the production of snow by simply pouring the liquid air out into the atmosphere. Small models are also shown being driven by it. The Regina motor-bicycle is made by the Ilford Motorcar and Cycle Co of High Road, Ilford. The engine is placed vertically. It develops 1¾hp and drives through a flat belt 1¼in wide. The frame of the bicycle features two short vertical tubes serving for the crank case of the motor to be bolted to. The capacity of the petrol and oil tanks is sufficient for 150 miles. The machine is splendidly finished and sells at £45. AW Gamage, Holborn, are showing a full range of Motor Cycle accessories for Minerva and Werner bicycles, the De Dion and Aster engines, together with all parts necessary for replacements, &c. A good pair of goggles suitable for use on motor cycles, lamps, horns, pumps, wallets and every conceivable sundry that the motor cyclist is likely to ask for can be obtained at Gamages. Clothing in all materials, wool, leather and fur, is shown, so it may be said that the Holborn outfitter has gone as thoroughly into the requirements of the motorist as he has done for those of the cyclist.

“SIR,—ALLOW ME TO GIVE a hint to those riders who use spray carburetters on motor–cycles. The dusty season will soon be with us, and it is necessary that dust should be excluded, as it has a tendency to gum up the holes and prevent effective working. Cover up the wire gauze (air screen) with fine muslin, and the two screens working conjointly will prove an admirable filter. The same remedy can he applied to the air lever on Minerva engines.
Speedwell.“

“SIR,—IN REGARD TO YOUR reference to my using a surface carburetter in motor-tricycles or bicycles which I have ridden. The reason that I generally used a surface carburetter for racing purposes was, that the engine gave a little more power with it, and that it started easier, which was rather an important point an the old racing tricycle days, but I think for general road use the spray carburetter is to be preferred as it is more economical with petrol, besides using up every drop that one has, and not leaving any residue of almost useless petrol like the surface carburetter sometimes does.
SF Edge.“

“SIR,—IT MAY INTEREST SOME of your readers to know that a few days ago, when driving my quad through Theobalds Park, Waltham Cross, I was stopped by an excited official farm hand and told that by her ladyship’s orders, ‘them motor things is not allowed through the Park’. Possibly it may escape the notice of others, as it did mine, that there is a notice board at the entrance gates with this restriction displayed thereon.
H George Morris.“

“AFTER A FEW MONTHS of motorcycling it is very strange to return to the ordinary bicycle again. One of ours found this out the other day when, after coasting a hill, on reaching the bottom he instinctively felt for the taps on the top tube in order to start the engine. The sensation was, to say the least, peculiar.”

“RECENTLY WHEN OUT TOURING together two members of the staff remarked on the difference between the behaviour of their machines under the variations in the country and the climatic conditions. The machine fitted with the ‘surface’ carburetter was always first in starting, and under normal conditions gave a good supply of vapour to the engine. Rough and bumpy roads, however, interfered considerably with the carburation and then the ‘spray’ machine forged ahead easily. On good roads there was nothing to choose, but on a cold night or over bad country the ‘spray’ seemed to be the better of the two.”

“AT PRESENT ALL MOTOR TOURISTS are advised to stay away from Switzerland, since the regulations of the central and local authorities are so absurd and the fines so extremely high: no appeal is allowed and the motor is at once confiscated…the Cantons near the German frontier have prohibited the use of all motors and none are permitted on any public road.”

“HOW MANY AUTOMOBILE CLUBS of recognised standing, and fully organised, are now in existence? France possesses 27, of which the first was started in 1895; Germany has 15; Great Britain, 10; Belgium, 8; Italy, 7; Austria, 4; Russia, 2; Switzerland, Holland and Spain, 1 each; and the United States, 36; making a total of 112. Only motor clubs with a large membership and some influence have been included.”

“NUMEROUS HAVE BEEN THE complaints heard through the motor press from riders as to the difficulty of obtaining duplicate parts that can be relied upon to fit their various positions with accuracy. Just take the case of trembler blades, contact screws, exhaust valves, springs, and other details likely to go wrong: if one finds, that considerable filing or dodging is necessary before it is possible to make a part fit in position, waste of time on the road and loss of temper are inevitable. This results from the makers not insisting upon a rigid system of gauging after manufacture and before the parts are sent out.”

“THERE ARE FEW MOTOR-CYCLISTS who have not at some time or other lost one or more nuts from various parts of the motor. If one considers the vibration set up by the motor itself, and quite apart from that caused by the roughness of the road, one does not wonder at it. A second nut is imperative for safety, and these must fit the thread just a shade on the tight side; the slightest back-lash or looseness in the fit is fatal to a good hold of the nuts. In some cases the writer notices a split pin has been used, passing through the axle. Although fairly effective in keeping the nut on it is hardly good mechanical practice to drill a thin bolt through and weaken it thereby…Many riders will persist in using a spanner carelessly and thus burring and taking the corners off the nuts—in using a spanner the jaws must be screwed hard down on the flats before any turning pressure is applied; but there really appears no reason why the nuts should not be hardened instead of being left as mild steel as at present. The writer has often noticed that even on some of the cheapest and much condemned American bicycles, stock hardened nuts were fitted throughout. Then, again, there is the question of square versus hexagonal nuts. There is no doubt but that a square-sided nut would, in many positions on the motor, be an improvement over the six-sided. There is better grip for the spanner and a sharper and cleaner appearance.”

“OUR ILLUSTRATION DEPICTS a quaint conceit practised by a Baltimore man. Apparently the horse is engaged in pushing the carriage, but really a small motor is hidden away under the seat. The noble animal merely ambles along, and takes periodical draughts of stale gasolene fumes. It may be noticed that the steering wheel is merely an old wheel with the rim ripped off.”

“THE BELT PROBLEM IS proving a veritable thorn in the flesh of many motor-bicycle makers. In the case of the round belt drive why not abolish the use of leather and the ridiculous wire hook fastening? Use a ⅜-inch, or better, a ⁷⁄₁₆-inch round gut band and have the hardened steel hook-and-eye fastening attached to the ends in a thorough manner. Breakage would then be well-nigh impossible. It does not appear to be generally known that a gut can be slacked or tightened by giving it a twist in the same manner as a twisted hide belt.”

“IT IS POSSIBLE TO CHARGE accumulators from an alternating current by using a ‘rectifier’. Doubtless many agents and riders may have this alternating current supply fitted for lighting their premises. Now it is quite impossible to charge accumulators straight away from it, but if the little device illustrated is used the alternating supply is for all practical purposes converted into continuous current. Providing the apparatus is properly connected up it does its work most efficiently, and as there are no revolving or moving parts there is nothing to go wrong or wear out. To get a good idea of its working and construction will involve the possession of considerable electrical knowledge, but anyone can use it quite successfully by following the directions. We may just say, however, that the main parts of the device [below, left] are (1) a transformer, (2) polarizer relay, and (3) a series of incandescent lamps to act as resistances. To any reader interested in cyclo electrics—if we may coin a term—we shall be pleased to send full particulars explaining the theory and method of using the rectifier.

“WE HAVE HERE AN illustration of. a most compact and efficient electricity generating plant [above right]. It strikes us as being an almost ideal little machine to meet the requirements of the motor repairer who is in a fair way of business and wants to light his workshop, drive the lathes, etc, and charge accumulators. The apparatus bears the names of two men world-famous in their respective lines—we refer to Gramme and De Dion. The first named is responsible for the design of the electrical part of the machine, or the dynamo, and the 3½hp petrol motor that runs it comes from the De Dion works. The arrangement of the set will at once commend itself to the mechanical and electrical engineer for its simplicity, and as embodying the very best practice, namely, direct driving. This feature is, of course, only rendered possible by the high speed at which the motor runs…It will light 50 8cp lamps, charge up any number of accumulators up to 40 at one time then the dynamo can be thrown out of gear, and the motor alone will drive a fair-sized workshop. Altogether it weighs 450lb.”

“MY LATEST WEEK-END TRIP on my Excelsior was the most successful that I have had, and the time that has been spent in getting every little detail up to its highest pitch of perfection was well repaid. Just latterly, sparking plug problems had set in in the shape of intermittent firing. I found that the porcelain of the De Dion plug was cracked, and replaced it by a new Minerva plug. The intermittent nature of the explosions was put down to staleness of the petrol, but one day I bought a couple of De Dion plugs and fitted one on, and then the motor worked like a charm, and has not misfired once since. On the trip referred to, I should have accomplished a non-stop run of 47 miles but for the two dismounts. One was about half way, just for a glance at the rear wheel, because I fancied that I felt a looseness in that quarter; the other dismount was because the belt flew off when travelling at a somewhat high pace. A few turns at the belt put that trouble right, and the looseness of the wheel proved to be naught but fancy. But it is strange how one can imagine a trouble, and how persistent the idea is. I had ‘detected’ my back wheel swaying about, a quarter of an hour before, but would not stop until the turning point of the run was reached. The average pace, I blush to relate, was over 18mph, and I found that milestones were occasionally but 2min 20sec apart. The ground covered was moderately hilly—that is, three hills were encountered up which cyclists were walking. I rode the whole distance without once needing to help the engine by pedalling. The consumption of petrol was 3½ pints, working out to about 107mpg.”

“AT NICE, IN THE last day’s racing, M Williams, on 3hp Clement motor-bicycle, fitted with two cylinders, covered the mile (standing start) in 1min 12⅕sec, which is a shade under 50mph . Osmont tied Rigal’s time on his tricycle, doing 57⅘sec. The Clement also did the kilometre flying start in40⅗sec, which is equal to 52mph.”

“THE EXHAUST BOX, or silencer, is a detail of the motor’s construction that would appear not to have received proper consideration, if one might judge from the noise created when the average motor-bicycle is travelling. The desirability of having the motor as free from an objectionable noise as possible is being just at present much discussed in the motor-cycling world. It is obvious that the noise will be a serious drawback to the motor-cycling movement at the outset. Most ordinary cyclists will agree that the silent running of the cycles of to-day is one of its greatest charms, enabling conversation to he kept up en route without the slightest difficulty between two or more riders; but this cannot be said of the motor-bicycle. In fact, one fears to imagine what it would be like to be in the company of a crowd of motor-cyclists on a long run or tour with the combined noise and clatter of 20 motors or so. Now, there is no reason whatever why this problem of obtaining a really efficient silencer should not be solved. It has already been solved in connection with the best makes of cars, some of which, even of large horsepower, run beautifully quiet, and might, in fact, be mistaken for being steam-driven instead of being driven by an explosion engine.”

“MR HOOYDONK, AN OLD racing man who has taken part in cycle sport at various distances from a mile on the track to 24 hours on the road, and who is also a manufacturer, can confidently be expected to know what a motor-bicycle has to stand; and naturally, when designing a frame to stand such hard work, pays particular attention to the vital matter of strength. At the same time he makes the wheel base about four inches longer than the ordinary machine, to ensure the steady running which is always associated with the added length, and by keeping the wheels 26 inches in diameter the whole is kept rigid, and allows of a low built machine. This is a source of great convenience in mounting and also enables the rider to touch the ground with both feet keeping the machine up should the occasion demand it, in traffic, or should an abnormally greasy piece of road give the machine a tendency to side-slip. The engine, is of the well-known Minerva type, an engine which has now proved itself suitable in every way for the purpose intended, added to which are such improvements as thousands of miles of hard road riding have proved to be necessary and desirable.One of the chief improvements is the manner of lubrication. This allows of introducing the necessary oil. into the crank chamber without the need of dismounting. It very soon became apparent to the practical rider that to have to stop to lubricate the engine every 20 miles or oftener was putting the machine at a great disadvantage, and the Phoenix was one of the first to obviate this messy and unpleasant performance. The carburetter, the function of which is to turn the petrol into vapour, which on being mixed with a certain portion of air forms the explosive mixture for the engine, is of the surface type, and a great improvement on the older pattern, when a bump in the road or an excess of petrol would upset the mixture. While a good many claims are being advanced in favour of the spray carburetter the pattern such as is fitted to the Phoenix is certain in action and economical in use, at the same time not depending on any delicately adjusted needle valves, small levers, and microscopical openings, such as are found on the spray variety. These, as well as being liable to be made inoperative through a little dust or foreign matter, arc also very troublesome in cold weather on account of the constant freezing, should the outer air be at all moist. The only objection that can be made to the surface carburetter is the delicacy of adjustment required on the air or mixing lever. This is entirely overcome by making the

handles of both the Throttle valve and mixing lever much longer than usual: The levers being six inches long, a movement of, say, quarter of an inch, which is quite practical at the extreme end, makes the movement at the lower or valve end infinitesimal so that the nicest adjustment can be obtained as regards mixture, while the fine adjustment of the throttle allows the pace of the machine to be adjusted to every conceivable rate, from, say, five to 25mph. Should still further speed be desired, this can be obtained by advancing the spark advance lever. It is the working of the latter in relation to the throttle valve which enables the very best results to be obtained. We now come to a device which makes the Phoenix one of the easiest to control in traffic, and also considerably minimises the effort required in starting. This is the combined exhaust valve lift and current interruptor. In the first place, this method of making and breaking the electrical circuit does away with the external electric wires, which in many instances while being an eyesore to the observer are also in constant danger of getting disarranged, causing short circuiting, etc. Also the wires being shorter, a higher efficiency is obtained, which no doubt accounts for the successful running of the machine in question. The negative wire F is connected on to the clip E, which is insulated from the frame. The rocking lever C, which is actuated by the Bowden wire A, and provided with means of adjustment at B, serves the double purpose of first breaking the electrical circuit by being separated from contact with clip E, and on further being moved lifts the exhaust valve, thus freeing the engine from all compression, while no current or gas is being used. The other end of Bowden wire terminates into a catch lever situated on the handlebar and operated with the rider’s thumb (Fig 3). A slight movement of the thumb lever B lifts the rocker and breaks the current at E ; this immediately stops the engine, the compression of which then becomes a powerful brake; on further pressing the lever, the exhaust valve is lifted, freeing the engine; the catch C then falls into the notch E, and this, it should be noted, can be instantly released on pressing the smaller lever C. It will be noticed that the position of the hands on the handle-bar has not to be changed to stop or re-start the motor, no matter at what speed the engine may be running, and as only the thumb is required to perform the operation both hands are at liberty to operate the powerful front rim brake on the left, and the Bowden back rim brake on the right of the handlebar. The matter of brakes has’ been carefully studied, and the machine can be.stopped in a much shorter space than would be the case with an ordinary bicycle. It is only when all is going well, and the speed or power of the engine has to be regulated, that the rider need touch the other levers and momentarily release the handlebar with one hand. Another point which has been studied in the Phoenix is the large capacity for petrol. A spare tank of registered design is fitted between the seat column and the rear wheel. This, with the tank and carburetter in the front portion of the frame, enables a distance of from 200 to 240 miles being ridden without any need for replenishing the fuel supply. It is only when riding a motor-bicycle, and covering longer distances than would otherwise be the case, that one appreciates the benefit of not having to worry about the next petrol depot that might, be found; and the fact of being able to go out for a good week-end ride without having to bother about any supplies is worth more than would at first sight appear. The supply of lubricating oil is equal to about 800 miles, while the accumulator on an average will run a like distance. A gauge glass is fitted to the oil tank to indicate the quantity in reserve, while the petrol in the carburetter is kept under notice by the usual float. A sketch of the tanks as fitted to frame is given, showing the wiring and the position of the various parts. The door of the middle portion has been removed for the sake of clearness, and a portion of the carburetter is also shown cut away for the same reason. Reference to the letters will explain the whole system. The petrol from tank A is forced into tank E by means of the tyre inflator. This is screwed on to nozzle L. The tube B goes to within half an inch of the bottom of tank A, and on air pressure being forced on top of the petrol this flows up tube B into tank E. The whole machine is finished in aluminium with neat black lines, full 2in motor-cycle tyres,’ Clipper, Clincher, or Dunlop, and Brooks’ B 90 saddle is fitted, and wide pedals with solid square rubber blocks give the rider the comfort which is necessary on a machine of which the pedals merely serve as footrests. The Phoenix is also made in combination tandem form, a machine which forms an ideal touring mount for a lady and gentleman. While possessing the speed of an average motor-car, it retains the handiness of a bicycle, allowing it to be stored almost anywhere, and should bad weather overtake the touring couple the nearest railway station is all that need be looked for, a convenience to be preferred to driving in inclement weather for many miles , and the sociable side is obviously not overlooked.”

“JAMES DAWSON AND SON, Lincoln, have brought out a new belt, after a series of experiments in leathers of various kinds; this they call the Lincona. The company claim that the leather (specially prepared by themselves only) is of exceptional tensile strength and flexibility, while being almost entirely free from stretch. The shape is slightly V, the grip being obtained by a wedging process of the belt bearing upon the sides of the pulley, ample clearance being allowed below. The belt is of sufficient thickness to withstand the most severe tests without buckling or breaking, a sudden strain only increasing the grip upon the pulley and thereby avoiding the dangers consequent upon an engine ‘racing’. We understand the belt has been used with notable success upon a ‘Rex’, which Mr HW Stones rode in the Crystal Palace tests and elsewhere.”

“HOWEVER SLOW MAY BE the demand for the spring frame amongst ordinary cycle riders, there is every evidence that for the motor-cycle its coming will be swift and sure. Even with the small powered motor the rider experiences a certain amount of discomfort with a rigid frame, while the accessories, if not well made, show a tendency to shake loose when a fair speed is kept up over give-and-take roads. Steps have already been taken to provide comfort for the rider, by introducing a spring handlebar, a spring seat pillar and spring forks. These have, of course, to be specially made for the purpose, and it is almost worse than useless to use patterns which have been made for the ordinary type of machine. It is more than probable that a strong, simple and business-like resilient frame will be devised, and this will, we believe, find a ready market.”

“MANY AND VARIED are the spellings and pronunciations of the name De Dion Bouton which meet the eye and ear: we have heard it called ‘Te Deum’, also ‘Dee Dyon’ (with the accent on the ‘y’), but now we see it written ‘de Dan Bantan motor’, and this in a technical paper too!”

“MR AJ WINSHIP HAS recently invented a method of mounting the engine so that its centre of gravity lies in the line of the steering axis. In the illustration it will be noticed that the front fork consists of two tubes on each side of the wheel, which are connected together at their upper part by means of a steering wheel. The frame of the machine is pivoted to the top and bottom of the motor, which is supported at the upper part of the fork by means of clips which connect the tubes rigidly together.”

“DISTANCE SEEMS TO BE a negligible quantity to the motor-cyclist. HT Arnott, the old Bath roader, was met last week end at Biggleswade, where he and his son, ET Arnott, had ridden over to Eaton Socon from Northampton on Princeps motor. bicycles. HT was looking for North Road Club friends returning from Peterborough and was much disappointed that he missed the imposing cavalcade.”

“THE NEED FOR ONE or two spare parts for the Minerva engine took us to 158, High Holborn, last week, where the agents for this popular engine have opened a repair and supply depot. We were immediately supplied from stock. Later on, we started to fit the parts to the engine, so that there should be no question about their suitability when the need should arise for making use of them. We were surprised and pleased to find that very little fitting was required: in most cases the parts dropped into their places straight away, and particularly well in the case of screwed parts did the threads engage. This has not always been our experience, and, having found it so in the ease of Minerva parts, it is worth recording.”

“A MOTORCYCLE WEDDING IS the latest novelty. According to a newspaper report, the bride, bridegroom, four bridesmaids, the best man and the father of the bride came to the church on motorcycles. Then the happy pair left for Brighton on a motor-tandem.”

“LJS (BRIGHTON)—IN CONSTRUCTING a spark coil you must adopt the sectional form of winding. These sections should be thick—if you wind in layers breakdowns are very probable — parafinned paper separating discs are better than ebonite; approximately, you want ½lb No I6 dcc wire on primary, and 1½lb No 36s s silk for secondary; core, ¾in diameter by 6in long, of very soft iron wire. A full article on coil building is in preparation.”

“THE TOLL-KEEPER AT DUNHAM Bridge, between Retford and Lincoln, still refuses to allow motor-tricycles to pass over at less than 1s 6d, though he only charges 2s for cars, however large. As he charges 6d per wheel, it seems as if he will charge 1s for a motor-bicycle. Still, he has let the only one he has had through at 2d, the price of an ordinary cycle.”

“THERE IS TO BE SEEN running in the window of a motor depot in New York a petrol motor of high power and efficiency involving a new principle of construction entirely. It has five separate cylinders arranged in such a manner that they actually revolve around a fixed crank. Each cylinder is fired in rotation from a special coil and five-part contact breaker. The result is a remarkably smooth and even movement. In the ordinary single-cylinder motor, an impulse takes place every two revolutions; but, by adopting this new principle, we get five impulses for one revolution. It is quite possible that this idea may form the key to the ideal bicycle motor, namely, a high-powered, compact, and low-speed type of engine, so that direct driving may be possible. Another curious feature of this system is that the revolving crank case serves as the driving pulley.”

“THAT THE PRINCE of Wales knows something about, and appreciates the merits of the motor-bicycle, was evident by the interested manner he inspected the Humber motor-bicycles when visiting the Hall on Wednesday last. He appeared very anxious to learn how the chains acted, as opposed to the fibre belt.”

“SIR—I HAVE JUST finished a journey of 470 miles on a Singer without touching a nut or screw. I consider its chief claims are workmanship, reliability, ease of control, its splendid hill-climbing; the ignition is perfect, and one has not the worry of sparking plugs breaking or accumulators to look after. The machines are not so speedy as some others on the market, but they are fast enough, 25mph, and although only a novice, I covered 162 miles in 12¾ hours, including stoppages for oiling and 1½ hour’s rest for dinner. The machines are made to stand hard wear, and I am convinced that in this and other respects the makers have been successful.
‘Novice’.

“THE COMBINED EFFORTS OF the well-known firms of Messrs. Clement, in France, and Garrard, in England, have for some time past been directed towards the perfecting of a bicycle motor set…One can see at a glance that the motor is possessed of a striking individuality in the design and arrangement of the various parts. Moreover it is extremely light, and it embodies many of the latest and most advanced principles in its construction. As far as the finish and workmanship are concerned, anyone who knows the reputation the combined firms have attained in the field of light engineering will admit that their names are a sufficient guarantee in this respect. The motor is of the four-cycle, air-cooled type, the dimensions of the cylinder being 55mm (2³⁄₁₆in) diameter, and 60mm (2⅜in) stroke. The crank, axle and pin are in one piece, forged out of tough steel, case hardened, and ground dead true afterwards. An outside fly wheel is provided, case hardened and ground dead true afterwards. An outside fly wheel is provided, and this has a nicely rounded periphery. The valves are carried by the cylinder cover, and are actuated in a novel manner. The ignition is electric, with positive ‘make’ trembler. A viewing hole for seeing if the sparking is efficient is one of the many clever devices fitted to the motor. The silencer is of effective dimensions, and of the cylindrical type. The drive from the motor is by means of a leather belt on to a pulley attached to the rear wheel of the bicycle, and a jockey pulley is provided to enable the tension of the belt to be adjusted to a nicety. The carburetter is of a simple jet form, and is fed from a supply tank which is mounted on the front of the bicycle. A coil, giving a strong spark , and accumulator of 20 ampere hours capacity is supplied with the set. The makers state that the set can be successfully adapted to any strong roadster machine of standard pattern. The weight all on will come out well under 60lb, ready for riding.”

“ON THE ROAD: A trial run on a Clement-Garrard motor-bicycle. The company recently placed one of these machines at our disposal, and a fine week-end being probable, a member of the staff determined to give it a trial. It must be confessed that at first sight we had our doubts as to the ability of such a light and dainty little motor possessing sufficient power for serious work on the road. However, there is nothing like an actual trial to prove the justification or otherwise of such doubts, and having got the machine adjusted, it was taken out on the North Road. It started working straight away with a noiselessness and freedom.from vibration that was very pleasant. A little delay was experienced after about two miles’ running, which he found was due to the contact breaker getting covered with oil, as some absent-minded person had evidently been amusing himself by working the oil pump during the transit of the machine from the works. The platinum cleaned, he got going again and made for Hatfield. Up most of the slopes the little Garrard went in fine style, and it was not until reaching what might be called a stiff rise that the pedals had to be used, and.then the lightest strokes were sufficient to keep the motor up to speed. On the level the speed is equal to anything that can be wished for in reason, and in coming to a really long and stiff hill he just pushed forward the spark lever and opened the throttle to the full extent. The Garrard raced up, and did not show signs of labouring till two-thirds of the way up, when a little help from the pedals was needed. On the return, some rather greasy stretches of road load to be taken at a very slow speed, and this could be managed very conveniently with the combined spark advance lever and valve lifter. There did not seem to be any tendency to side-slip whatever. Running through traffic is as easy as with an, ordinary safety, in fact, the cyclist begins to feel thoroughly at home, and except for the fact that he is not pedalling, would think he was on his old mount. Very few people notice that the machine is a motor-bicycle, so unobtrusive is it in appearance and silent in the running. The following day, the roads being in splendid order, he had another trip—to Epping and back—the behaviour of the motor again being all that could be wished for. It stopped once, owing to the wire from the coil to battery coming off the terminal and again through the belt hook pulling through. These delays were but of a few minutes duration and the faults soon repaired. The two runs totalled up about 72 miles, but we hope to be able to put the machine to a still more severe and exhaustive test shortly. We prophesy a big future for the Clement-Garrard if it is equal to an extended run—say, a tour—and, so far, we see no reason to suppose it would prove otherwise than to the task. The features of the Garrard that most impress us are, first, its lightness (just over 60lb all on); secondly, the large amount of power developed for its size; and, thirdly, the high quality of the workmanship and ease of manipulation.”

“A BROOKLYN (NY) GENIUS has secured a patent for a curious device for creating energy by feeding a tape of explosive caps into a chamber where they are successively exploded by a mechanically driven hammer. The resulting gas from each explosion passes into a pressure storage chamber, whence it is drawn into an engine in a manner similar to that in which steam is taken from a boiler into a steam engine.”

“SAXONY ENFORCES A DRIVING test from all motor owners, who have to carry large number-plates on their vehicles. And as cars or cycles out for a trial spin could not be included in these rules, it has been decided that these cars must carry a poster with the words ‘Fahrzeug auf Probe’ (‘Vehicle on Trial’) printed in big letters. We have not come to this stage yet.”

“THE MOTOR-BICYCLE EARNED the good opinions of everybody as a pacing instrument in the hour race amongst members of the Polytechnic Cycling Club at the Crystal Palace on Thursday. For it proved itself fast, safe, and reliable—subject to no tricks and possessing no bad habits. GV Rogers on his Mitchell, and H Martin on his 2¾hp Excelsior were fairly evenly matched, and with their track experience proved very capable pacers, and each man was obviously able to take his man along at another five or six miles an hour faster if he had wanted it. Wilkins rode Hooydonk’s Phoenix, covering over 29 miles in the hour, and he was apparently suiting the pace to that of the rider. Leonard was on his Werner, Rivett on his Blizzard, Parry on his Minerva, and there were one or two other machines. Tandem bicycles were completely outclassed in the matter of speed, but the silence with which a tandem paced rider went by was a little bit weird.”

“IT IS A PET NOTION of mine that I am not more faddy or fussy than the average man who wants things right. But I must say that leather clothing is not to my taste by a long way, and up to the present I have been content to secure warmth by a plenitude of ordinary garments, with the concession of a pair of gaiters and a chamois leather cap. But one or two chilly rides during the recent splash of winter have caused me to think somewhat seriously about a leather suit, and I have even got so far as to nearly persuade myself that that which is inevitable must be suffered. But, just at that stage of my thoughts, there approached on a motor-bicycle a greatly esteemed friend of mine in leather from top to toe, wearing goggles, and generally looking a horrible fright. In fact, he himself was unrecognisable, but the get up, being familiar, enabled me to establish his identity. We dismounted, and I blushed to be seen in such company. When we parted I went my way with the fixed determination to eschew leather garments and goggles. They make one look more like a mechanic than a pleasure-seeking owner of a speedy vehicle, and they really make too serious a matter of pleasure.”

“CARS AND CYCLES ASSEMBLED at Belgravia early in the morning, where fuel was measured into their tanks, and they were then dispatched under the eyes of observers. The main Oxford road was in good condition, but two or three patches of new metal dotted here and there, with the liberal dressing of water they had received, were by no means so welcome to motorists. In places the roads were as dusty as if rain was a luxury in those parts. The passage of such a steady and lengthy stream of motor vehicles excited a great deal of interest in the towns en route. The breakdowns were exceedingly few, affording an interesting contrast to what would have been the case but three or four years ago. The Serpollet steam car, we learned, had torn its tyres badly. A motorcycle bad broken its belt—and two cars were seen pulled up at the roadside, but they were at Dashwood very soon afterwards.There were some half-dozen motor-cyclists and every one made a really excellent show. B Yates on the Humber managed on more than one occasion to do the journey without using the pedals, and he seemed to be travelling fast. Martin on the Excelsior, Hooydonk on the Phoenix, Wright on the Kelecom, Nixon on the new Hewetson, and Adams on a Kelecom also did exceedingly well, and we shall not be surprised to find that their times are better than those accomplished by many of the cars… In fact the ease with which the cycle surmounted the bill was a pleasure to the eye. Whilst the seemingly interminable hill-climbs were proceeding (they occupied about five hours) the officials at the foot of the hill were measuring petrol in and out of tanks in order to ascertain consumption on the outward journey and on the.hillclimbs. The Hon John Scott Montague brought, on his 20hp Daimler, the Rt Hon AJ Balfour and we ordinary mortals had the unique pleasure of seeing a cabinet minister sitting in a hedge eating cold beef and other concomitants… A very large number of motor-cyclists and cyclists were about on the roads accompanying competitors or as spectators. In fact Saturday gave us one of the biggest gatherings of motorcyclists we have yet seen.”

ON MONDAY 19 MAY 1902 British motor racing was born in Bexhill-on-Sea. The 8th Earl De La Warr had encouraged the Automobile Club of Great Britain and Ireland to organise the ‘Great Whitsuntide Motor Races’. In 1896 the Earl, who had ‘business interests’ in Dunlop, set up a ‘Bicycle Boulevard’ along the seafront, from the Sackville Hotel in the west to Galley Hill in the east—it helped that he owned the entire seafront. In 1902 the cycle track was upgraded into a one-kilometre race track: as private land it was exempt from the 12mph national speed limit. The races were part of a campaign to promote Bexhill as a rival to Monte Carlo—a seaside resort for the jet set. Motor cycles had races of their own [“It is interesting to note the definition of a motorcycle, as given in the programme of the AC Bexhill trials: a vehicle weighing under 250kg=4cwt 3qrs 20lb.”]; in any case the full title of Motor Cycling was Motor Cycling & Motoring. The new magazine was fully aware of the importance of the Bexhill Trials…

“THE DERBY DAY OF AUTOMOBILISM. Quite a new sport is opening up and quite a new class of sport-goer is being created by the advent of the speedy motorcar; for the British public were able on Monday to see motor vehicles travelling at a speed never previously attained in their presence. They saw for the first time and were able to realise what 45 and 50mph really meant and probably, as a direct result, we shall gradually hear fewer and fewer wild tales of motors travelling on the roads at ’60mph’. If only the police force of the country could he given the opportunity of witnessing such demonstrations their tall yarns, as manufactured for the ears of blind Justice, would sensibly diminish. Monday’s meeting at Bexhill, thanks to the immunity from police interference afforded by a private road, was educational in more ways than one. It demonstrated to the thoughtless that recklessness does not necessarily go hand in hand with speed, but rather that coolness, skill and resourcefulness were its handmaidens. To the thoughtful it demonstrated in a most unmistakable manner that the career of the motorcar has scarcely begun, whilst its manufacture has already reached that stage of reliability which one associates with the building of railway locomotives. The attention which the trade is paying to the comfort of the driver and passengers will have its immediate reward, and particularly welcome is the improvement recently effected in methods of silencing the exhaust. We confidently believe that the motor-bicycle received a distinct fillip. Cycles were seen in the races travelling at not less than 30mph, and even up to 40 without any apparent strain on the driver and without a suggestion of instability, although the course was wet to the point of slipperiness. Particularly pleased were we at the sportsmanlike behaviour of all the competitors, and if the Automobile Club will seriously take to heart the criticisms which are sure to be passed upon the manifest defects in the management of the meeting (we speak quite from the spectators’ point of view) and will endeavour to avoid them in future gatherings, we may confidently look forward to finding the annual Bexhill carnival the Derby Day of Automobilism…”Bexhill has been bathed in an atmosphere of’ automobilism during the past three or four days. The Earl de la Warr confidently expressed his conviction that the sports would be witnessed by 10,000 people, and, although the weather was far from being propitious, his expectations were, we believe, just about realised. Visitors commenced to arrive as early as Friday, whilst by Saturday those who had travelled by car already commenced to outnumber those who had come down by mere ordinary methods of travel. By Sunday Bexhill began to feel the pressure, and not only were the Sackville and Metropole full to the point of overflowing, but it was getting more and more difficult to find rooms in the town. The chiefs of the Automobile Club had their hands very full, and one would find oneself unexpectedly and unwittingly intruding upon some committee meeting; in fact, meetings of this kind were going on practically the whole time…Perhaps the most notable feature of the trials was the gathering together of so many of the best class. Unquestionably motoring has taken complete hold of the higher classes, not a few of whom have taken to the racing vehicle, with its few pretensions beyond speed pure and simple. The track extends along the sea-front from the top of Galley Hill, which lies to the east of the town, to the estate gates, at about the centre of the parade. It is about 1,300 yards in length, and is of ample width, the surface being macadam with a gravel dressing.

Special pains have been taken to get it into good condition, and these efforts would have been rewarded but for the saturating rain that fell at pretty regular intervals each day and during nighttime. Until late on Sunday, the greater part of the course was chained off, the road on the land side of it being available for traffic, which could run on to the last few hundred yards of the course. Some magnificent cars, from the 50hp Napier downwards, were running about, and a few cycles also put in an appearance, bit the greater number of the competitors on cycles did not reach Bexhill till nearer the hour of the racing. Some occasional bursts of speed were indulged in, but there were too many people about, not to mention dogs and small boys, to permit of much advance of the sparking lever…)n scarcely likes to criticise where one sees a large amount of organisation has been done, but certainly the Automobile Club has yet to learn the ABC of sport promotion. The public were almost entirely ignored, whilst the press experienced a great difficulty in getting information…Then there was a lamentable absence of showmanship. The waits between the heats were inordinately long, and as a result the programme dragged considerably. The tourist cycles class was the first to be run off, and of this there were but two heats. EH Arnott, on the 2hp Werner, started with J Van Hooydonk on a 1¾hp Phoenix, and reaped the advantage of his higher power, winning by a full 50 yards. In the second heat B Yates on the 2hp Humber opposed A Westlake on a 1¾hp Minerva, and the former secured a well-merited win by 40 yards. In the final heat, EH Arnott met B Yates, but the former was slow in getting started, with the result that he lost about s 20 yards, and it was by about this distance that Yates won. The times of these events were not obtainable…The races in the speed section were got through with much greater expedition—perhaps not unnaturally. The first event was the race for the Motor Cycling Cup. There was a touch of speed about each heat which was quite refreshing. The heat winners were: H Martin, who on the Excelsior beat Watson on the Chapelle; FW Chase, who beat SA East on the Shaw by about 200 yards; B Yates on the Humber; and FG Notley on the Orient. In the final, Chase, who was riding a 4½hp Soncin, came right away from the start and quickly gained a big lead. He won in 54⅕sec—about 41mph. Martin was doing excellent time, but he had a hopeless task against the purely speed machine which Chase was on. Notley was third. Yates made a bad start, otherwise he would have been closer up. We understand that Chase has since been disqualified, on account of the silencer of his machine being removed. A fine burst of speed was seen in the race for speed tricycles. Three machines started, and a close race elicited the cheers of the crowd. Chas Jarrott’s 8hp De Dion won handsomely, at what looked like 45mph, Ralph Jackson on the 8hp Eagle being close up. JS Overton won the De la Warr Cup for racing voiturettes, and SF Edge’s 30hp Gladiator, driven by Mercier, won the race for cars weighing between 12 and 15 cwt. The race for light racing cars produced a magnificent contest between three 20hp Darracqs. They looked the very symbol of speed…In the final, Baras won in 42⅕sec—about 53mph…Baron Rothschild made a couple of attempts with his 40hp Mercedes, but his times were 57sec and 57⅖sec, the slowest of all. Mr Rolls won the big racer’s class on his 60hp Mors…M Serpollet provided the sensation of the day. His unique white car, tapering to a point at the prow, could be seen every now and again manoeuvring at the top of the hill, and its swift rush down the level and along the course attracted instant attention…his final attempt was made on the ‘Easter Egg’ of similar shape and design. Both of these were said to develop 120hp…the donors of the trophy offered for the best performance of the day have decided to present it to M Serpollet, in recognition of his sportsmanlike attempts to win it [the Egg did 54mph]…The very atmosphere reeked with the-smell of paraffin. No cabs or horses to be seen; only throbbing, puffing, and snorting motors everywhere. Wild-looking individuals in strange garb—some of which would frighten a Red Indian out of his skin—had taken possession of the hotels and boarding houses. Nothing talked about, only horse-power, kilometres, exhaust boxes, sparking plugs, and such like-paraphernalia—and such languages, it was. like the Tower of Babel let loose. One had scarcely got off to sleep on Sunday night before the clatter and banging of these weird creations had commenced once again. No use trying to sleep; one had to get up and see the fun. Away up the bill at the far end of the course one could see a puff of smoke and a fair-sized speck emerge from it: a few seconds, and, lo! a monster dashes past, causing the very earth to tremble. Mud, mud everywhere splashes off the wheels right up to the windows of the boarding houses; of the drivers of these distance annihilators nothing could be seen except a crouching figure with streaming hair, whose hands had a death-like grip of the steering wheel. The life-insurance premium of these men must come fairly high, for there seems to be very little between them and the next world. Yes it was a strange and uncanny sight to. see the flying boxes of machinery dash past at 60mph.”

“INTERESTING FEATURES OF THE motorcycles at Bexhill. An observer on the lookout for novelties and smart ideas found plenty to interest him on and round about the track. Arnott’s racer struck one as being a strange, rakish-looking craft, with its long wheelbase, racing handlebars, and small-diameter tyres. There was a look of speed and power, too, in the cut of its motor, which, by the way, was a chain driver. “

“MARTIN’S 2¾HP EXCELSIOR embodies some smart ideas in its design and equipment. We noticed the driving pulley of the motor was of respectable size and section, driving by means of a special V-belt on to the back wheel rim. This belt appeared to be made of two thicknesses of leather rivetted together, and the fastener passed through metal eyelets fixed to the leather. A portable stand was also cleverly contrived as a permanent fitment to the machine: this was pivotted at the back fork ends, so that it could be swung up over the back mudguards when not in use. In the 4½hp Soncin we had a veritable flyer, although the design of the machine might be termed weird. The noise of the exhaust is a most, peculiar one, sharp and penetrating to the ear, such as there would be no mistaking it for any other machine. The gearing must have been a high one, because, even at top speed, the explosions were by no means rapid. The position taken up by the rider is also a characteristic one, the handlebars sweeping back in the shape of a long U. The Humber chain drivers created a favourable impression by their smooth running, the musical hum of the chain speaking of the good work put into the gears, etc. A New Werner might have been noticed near the track possessing some special features, amongst which might be mentioned a new spray carburetter. The pulley on the motor also had been specially made with a view to prevent slip of the belt, transverse slots being made in it. Several Mitchells were in evidence, and very smart they looked with their characteristic American finish. A goodly sprinkling of touring machines had been stored in and around the town, including the Minerva, Quadrant, Excelsior, FN, Phoenix and Chapelle, many riders having toured down on the Sunday from London and districts. From information gathered, there seemed to have been very few mishaps, and these were only of a trifling nature, such as contacts out of adjustment and belts breaking. One or two riders also experienced punctures. The progress which the motor bicycle movement is making was well illustrated at Monday’s big meeting.”

“THE TRIALS ORGANISED BY the Automobile Club, and carried out on Dashwood Hill and at Bexhill, demonstrated for the first time the speed and reliability of the motorcycle as compared with the car; and those of us who were, perhaps, wont to regard ourselves as the small fry of the motor world have lately been lifting our heads and have even gone so far as to turn a pitying glance at the man at the wheel. After all, he too has not had such a lot to boast about. He must needs go in for a very high-powered engine if he wants to carry an extra passenger or two at a pace equal to that which we can easily attain; he must suffer all the added worries and troubles of water-cooling for the cylinder of his big-powered engine; his expenditure on petrol and lubricant is about six times that necessary for the cycle engine; he must go in for a stable and a mechanic, and moreover, if he gets a breakdown he must get the repair done on the spot, either by commissioning a local engineer to effect it at an exorbitant charge, or must send a man down to do it. There is no slipping off of the belt or throwing out the clutch and pedalling home for him, poor man!…As a hill climber the cycle shines as one of the bright stars of the motor firmament. The way in which it romped up Dashwood Hill at 5mph faster than any motor vehicle (except racing cars of twenty or thirty times its power, whilst only carrying twice the number of passengers) was literally an eye dilator to all thinking sightseers. And at Bexhill there was genuine surprise on the part of the public at the speed shown by the cycles, whilst their freedom from side-slip on a course that was sufficiently sodden, to at least suggest it, was pleasurable to behold,”

“AN ELECTRIC MOTORCYCLE, with accumulators which permit a speed of 100mph, the total weight of the machine only being 70lb., is the latest news an enterprising Continental journal offers its readers. The speed is all right, but the weight?”

“IN SOUTH WALES DOGS appear to dislike motorcycles, at least so it would seem from a case that came before his Honour Judge G Williams on Saturday last when a claim was heard for £10 15s for damages to a motorcycle, the property of Mr Reginald E Gold, the Mumbles, against Mr DL Owen. Plaintiff told the court that, whilst riding his cycle, defendant’s dog rushed after him for about 100 yards barking furiously and snapping at his legs. He had been bitten three times before, though not by this dog, and he therefore kicked out at the animal with the result that he lost his balance—the first time, he remarked, for 25 years—and fell forcibly to the ground, injuring not only himself but also the cycle so that it required a new engine. This was not the first time that this dog had run at him, and since Christmas no less than six dogs had attacked him. Several witnesses were called, including Mr Pryce Trow, who repaired the machine. He said that the dog in question had attacked him, and he warned the owner about it, and also complained to the police. Defendant’s counsel contended that supposing defendant had been negligent in allowing his dog to be out—which he did not do—yet plaintiff contributed to the accident by kicking at the dog. His Honour: You suggest then that it is negligence for a man to defend himself against the attack of a dog. Judgment was given for the plaintiff, with costs, for the amount claimed, his Honour remarking that people stuck to their mongrels after warning, like the defendant had received. Counsel for defendant : My surprise is that people go in for motorcycles and bicycles. His Honour advised defendant that the best thing he could do was to throw his dog over the pier head. (Laughter.)”

“THE FRENCH MILITARY authorities have officially decided to adopt the leather jacket beloved of motor drivers in place of the pelisse.”

“DEMESTER’S MOST RECENT performance on the Buffalo (Paris) track was to cover a lap in 12⅖sec, working out at about 56mph.”

“PURSUIT RACES ON MOTORCYCLES have taken the fancy of the Parisian public. Demester and Lamberjack recently competed in a race of that description on the new Buffalo track, the former winning in 5min 43sec. The last six laps were ridden almost neck and neck, but in the result Demester, on the outside, managed to get his ‘infernal motor-bicycle’, as the highly-powered machines are termed in the French press, past that of his competitor.”

“ACCORDING TO THE New York Herald, there is a general uprising of the people against the furious speed maintained by wealthy owners of motorcars in and about the city. Several prominent citizens, or rather their chauffeurs, are out on bail, charged with breaking the law in this connection. Although the owners are members of the Automobile Club of America, that body has declared its hearty sympathy with the police in their efforts to suppress excessive speed. On one asphalted avenue expert motorcyclists have been set.to follow the law breakers.”

“OUR MIDLAND REPRESENTATIVE has, for the last month or so, been using one of Mills and Fulford’s trailing cars behind his Quadrant motor-bicycle. At first the members of the fair sex appear somewhat nervous in a trailer; but with a fairly careful rider in charge this nervousness quickly wears away…such a pleasurable way of getting about the country should go far to popularise this form of motor cycling…it is only on steep hills that we found it necessary to assist our engine by pedalling.”

“THE MOTOR-BICYCLE IS such a comparatively recent introduction that it is not a matter for surprise that slight improvements are being effected almost daily…One thing is absolutely certain, writes our representative. Next season most of the leading makers will make a 2hp engine the standard, as the experience of the last few months has shown that the smaller power engine is not strong enough for all-round work, that is with a fairly heavy rider on the machine.”

“THE FABRIQUE NATIONALE CO some years ago achieved a high reputation upon the Continent for the quality and workmanship of their bicycles, and in placing the FN motor-bicycle upon the market they have had in view the fact that a successful motor-bicycle must have the merits of simplicity and a compact and symmetrical appearance. To the cyclist in the ‘transition’ stage the design of their machine will specially appeal. The lines of a standard pattern roadster bicycle are fully retained, and the weight of the whole machine is kept at the minimum, consistent with strength and durability…it will be admitted that there is something pleasing in its general outlines. Now for the component parts of the machine. Let us first deal with the motor. This of course, works upon. the standard principle of an internal combustion engine, but in the details we note several important departures from the conventional pattern. The feature that shows up most is the outside fly-wheel. On he interior of this—and, in fact, as an actual part of it —is the driving pulley, transmitting the power by a ¾in flat belt to the large wooden driving rim which is mounted on the rear wheel. The cylinder and top half of the crank case—which, by the way, is remarkably neat—are in one piece. The lower half’ of the case carries the clips which attach the motor rigidly to the main and diagonal tubes of the machine. The motor is fixed quite vertical, and the sparking plug comes right in the centre of the combustion chamber…It is claimed that the vibration is greatly lessened by the large fly-wheel, which, as a matter of fact, is not as heavy as the combined weight of those used on other systems but the weight is put in the right place, namely, at the rim. The total weight of the motor—which develops 1¼ actual brake horse power—is probably as low as any motor in practical use. The carburetter is of the spray pattern, quite automatic in its action and does not require any adjustment whatever on the road. This is fed from the petrol tank through a small supply pipe, which can be shut off by a small tap. A float feed is fitted, and one clever device worth noting is the ‘intake’ for the warm air from around the cylinder. The whole arrangement is of quite a small size, and appears to be strongly made. The controlling levers and switch really only consist of two—the switch in the left hand grip, and the advance spark lever. We have also the compression tap—this and the advance lever being seen fixed forward of the petrol, tank. The speed is controlled entirely by the spark advance lever, and it is remarkable how sensitive this regulation it,. We should say that the speed could be adjusted from 5-25mph quite easily. The exhaust box is carried well below the bracket so no smell from the exhaust gas reaches the rider, the size and principle of construction being also such that the minimum amount of noise is heard from the exhaust. We had the opportunIty of putting the motor through a few tests, and found found that with everything in good adjustment a single turn of the fly wheel would start up the motor, the carburetter acting quite regularly in supplying the gas. Running the motor up to a speed of 1,800 per minute no misfiring was apparent, showing the efficiency of contact breaker and electrical equipment generally. Next we made a test for the horse power, and this came out exactly 1.4 the speed being 1,600rpm. As the motor was running quite free, vibration was, of course, considerable, but this would quite disappear with the resistance of the belt in an actual run. The finish of the machine is good all round, the tanks being finished off in bronze, and the bicycle parts in the usual black enamel and nickel.”

“A LITTLE TIME AGO ONE of the staff was chatting with Bud Snyder, who is probably the only man on the stage who does tricks on a motor-bicycle, a Singer, by the way. When at the Palace fulfilling an engagement, he did the following on the flat stage, going at 12mph: Hand stand from handlebars, head stand from saddle—a difficult feat—going through the frame, and his usual side to side pedal jumps. These were all done whilst the machine was in motion.”

“IT WOULD BE INTERESTING if the Motor Cycling Club, or some other organisation, would promote during the season a competition which would demonstrate how quickly the motor-bicycle could be stopped. Incidentally, data would be provided which would help the motorcyclist to judge which would be the best mode of pulling up in cases of emergency. Such a competition would be of much service, we are sure, to motorcyclists generally.”

“DO NOT FORGET TO CARRY a small paraffin oil can. A few drops to loosen the piston pins in starting saves temper, time and trouble. A few drops in the free-wheel clutch at the end of a day’s run is beneficial, but do not forget to oil up again before starting. A few drops on the screw of your .adjustable wrench will facilitate tinkering.”

“HERBERT SHARPE WAS SUMMONED last week for furiously driving a motor-bicycle between Horfield and Filton on the 11th inst. Evidence was given that defendant’s speed was quite 25mph, and he was fined 20s and costs. The Chairman, in giving the decision of the Court, is reported to have said, ‘You gentlemen who ride motor-bicycles think you can fly about the country as you please.'”

“THE GERMAN AUTOMOBILISTS held their first congress at Magdeburg, where motor owners from all parts of the country met to discuss the common weal.”

“THE YOUNGEST LADY MOTORIST has been discovered—is it necessary to state, in America? She is 13 years of age, has taken part in four races and won three, and has ridden a mile in 2min. 22secs.”

“ACCORDING TO A RECENT REPORT, motorcycles are forbidden in Munich, and motorcars are limited to a speed of 7½ miles an hour!”

“HIS MAJESTY HAS DECIDED that no motors of any kind can be allowed on Ascot Heath during the races, for fear of accidents.”

“FRANCE IS SUFFERING from an over-production of wine and beetroots, and as both those commodities contain a large proportion of alcohol, french scientists are urging the substitution.of alcohol for petrol in all automatic vehicles. The motor of the future will doubtless, therefore, carry a supply of ‘vin ordinaire’ and a few bushels of beets, and manufacture its own motive power ‘en beet-route’, so to speak. The scheme bristles with possibilities. A well-grown beet-root is a fine thing to throw at an inquisitive dog or at a too officious policeman. To kill Robert on his beat with your beet would be a trip of ‘retribeetrootive’ justice. Ha Ha! Failing this, a quart bottle of Chateau St Vinaigre might be resorted to with success. One eminently desirable result would accrue from the universal adoption of this proposal—the reputation of the cyclometer would be rehabilitated. ‘In vino veritas’.”

“WHAT WILL MOST LIKELY be the only motor-car race allowed this year by the French Government took place last week under the name of ‘Concours de l’Alcohol’, and what is more, it was organised by the Government itself, the idea being to encourage the use of alcohol instead of petroleum. It must be understood that the first product is a French one while petroleum can only be obtained from foreign countries.”

“TWO WERNER MOTOR-BICYCLES took part in the recent alcohol trials, finishing first and second in their class. This was a good test for the machines, for the weather was very bad and the roads greasy when the event was run off.”

“BERT YATES, WHOSE NAME has been so often bracketed a winner with the Humber chain-driven motor-bicycle, has had a lengthy experience. His first introduction to a motor-bicycle was in 1895. This was a machine invented by Pennington, and his impressions at that time were anything but favourable towards the new sport. His second was a motorcycle designed by HJ Lawson. On this he won the first amateur motorcycle race, he believes, ever run in England, that is to say, when each competitor held a licence under the NCU. Since then, he has ridden the Werner, Minerva, Derby, Chapelle, Mitchell and several others, his latest being, of course, the Humber. He is very pleased with its powers, and doubts if a machine of the same horse power can equal it, and very few with a greater horse power to beat it. Yates had hard luck in the Crystal Palace trials, but his performances so far this season have shown that rider and machine are in the first class.”

“SJ WATSON, WHO HAS figured pretty prominently in the motor-cycling world recently, started his actual connection with motorcycles last year. He made his debut on a 2½hp Chapelle at the Palace track, but a cropper at one of the corners during Show week lost him the chance of riding on that machine in the races at the end of the week. He has not made himself conspicuous in racing yet, but appears to be slowly drawn that way. He has ideas of his own in regard to motorcycle construction which may shortly take shape.”

“H MARTIN, ON HIS 2¾HP Excelsior, has loomed largely in all racing events this season, and his list of successes must be pretty considerable. Olley, who rode in the Anerley ’25’ motor-paced race on Saturday week, and covered 31 miles 858 yards on an ordinary bicycle, was paced throughout by Martin.Martin afterwards beat the five miles amateur motor-cycle record (standing start) in 7min 45⅕sec, which is world’s record, FW Chase establishing a world’s record for professionals during the same afternoon. It must be acknowledged that Martin’s time of 7min 45⅕sec is excellent for an ordinary commercial motor-bicycle from a standing start, and should stand for some little time.”

“STANLEY NORFOLK, THE OLD Catfordian racing man, who is a well-known figure on the south roads, has gone into the motor-cycle line, and makes an excellent machine. We might add that the ‘Norfolk’ is fitted with a 2¾hp MMC engine, has a spray carburetter, strong duplex head, two powerful rim brakes, is belt driven, and will climb bills with a gradient of 1 in 6 without the use of pedals, and will attain a speed of 40 miles on the level. The home of the ‘Norfolk’ is at 115, High Road, Lee, SE.”

“THERE IS A CLAUSE in the conditions of insurance of every fire office that if anything be done on or upon the premises to which the insurance refers, by which the risk is increased, without notice to and the sanction of the company, the insurance ceases to attach… It will thus be inferred that the companies prefer to take up a position which will induce motor cyclists to keep their machines in separate buildings, rather than fix a special rate, or frame conditions. for what they consider a very important risk…It is imperative to keep motor-bicycles in a shed or outhouse unless the approval of the company is obtained to keep them indoors. At the same time, we are aware that some motor cyclists may be unable to accommodate their machines out of doors. In cases of this sort, doubtless an agreement might be made upon the conditions of running the petrol out of the tanks and performing the filling operation out of doors.”

“THE MOTOR CYCLING CLUB ARE now carrying out runs each week to favoured spots north and south of the Thames. A successful run was carried out the other week to Dunstable, extended to Hockcliffe. On Sunday last the venue was Guildford, and next Sunday the members will ‘mote’ to Maidstone, meeting at Lee Green at 10.30am.”

“A MEMBER OF OUR STAFF recently had an opportunity of taking a few runs on a Royal Enfield. He speaks well of the ease with which the motor can be controlled by means of the exhaust valve lifter. For simplicity and uniformity of action the Enfield carburetter would take a lot of beating. As regards the power of the motor, this appears to be equal to any task one could reasonably submit a motor-bicycle to. In fact, he finds that some extremely stiff hills could be taken at a fair speed provided a smart stroke or two was given to the pedals now and again. On the level and upon undulating ground the speed could be kept remarkably constant. and anything between 6-20mph attained by simply regulating the exhaust lifter. The long belt seems to give a most elastic drive, and the steering—at any rate, upon dry roads—is as free as that of an ordinary bicycle. The only point that called for special comment was the fact that there appeared to be rather more noise made than by some other makes of motor-bicycles, but this did not necessarily seem to he due to the exhaust, which is provided with an efficient silencer. As a piece of engineering work the motor —and, in fact, the whole machine—is a splendid example of the class of work that should be put into a motor bicycle to ensure absolute freedom from trouble, and long life for all the wearing parts.”

“The Strickland motor-bicycle is designed on quite original lines. It possesses the special features of spur wheel driving or transmission and the employment of twin cylinders for the motor. The position of the motor also is an unusual one…it is fixed below the bottom bracket in quite a horizontal position, and so arranged as to be readily detachable. The position of the petrol tank and coil and battery compartment will be seen to be in the fore part of the frame. The connecting rod drives a pinion which meshes into the large gear…This is provided with elastic arms or spokes to take up the shock of the power stroke. On the axle of this wheel are mounted the chain sprockets which transmit the power through two chains to the rear wheel. Off the pinion is driven the cam gear for the exhaust valve and contact breaker. The position of the exhaust valve and sparking plugs will also be noticed…The cranks are set at an angle of 180° apart, mounted and the small pinion wheel is mounted between them…The whole of the mechanism runs in an oil-tight case, and special provision is made for easy access to all the parts. Further information concerning this patent can be obtained from Messrs Marillier and Robelet, 42, Boulevard Bonne-Nouvelle, Paris.”

“THE ‘SINGER’ MOTOR IS CLAIMED to be the first engine of purely British design and manufacture to be applied to bicycles, and sold in any quantities. The Singer Company still retains this design, as the result two years of practical testing. Various minor improvements have been effected during that time, and the makers consider that their system offers distinct advantages. If they did not believe so, we presume they would put their engine (which is by itself a very fine piece of work) in some other other position on their various forms of cycles, instead of within the wheel. Instead we believe that their engineers have tried many positions for the motor, before adopting the novel and compact arrangement which gives it such a marked individuality. The Singer motor has many good points in its favour. The following special points are claimed for the system, and justified by severe road tests, extending over many thousands of miles: (1) Engine protected from damage and cooled by revolving wheel. (2) Magneto ignition, with positive interrupter gear. (3) Vertical engine and high-class roller bearings. (4) Combined spray and surface carburation, giving economical and consistent results. (5) Absence of batteries, accumulators, coils, tremblers, sparking plugs and wiring. (6) Positive driving, giving great power at hills. (7) Simplicity of control and management. (8) Ease of detachment and carriage of complete motor engine for repairing purposes…There can be no doubt that the engine and all its appurtenances are well protected from almost any damage which could result from a fall. This is testified to by many of the firm’s agents, who employ the machines for trials and hiring-out purposes. Under these conditions, they are subjected to treatment for which very few motors are designed. When the engine is properly oiled, overheating is an unknown thing, an advantage accruing from the continual current of air which is whirled about the cylinder by the revolving wheel sides—the whole engine, of course, being stationary. With regard to the magneto ignition, this is a remarkable instance of its absolutely successful employment. Messrs Singer attribute this to the adoption of a special interrupter gear of their own design, which has been tested to give effective sparking at anything between 200-2,500rpm. The slight adjustment of the contacts, required about once in a thousand miles, is a matter of comparative simplicity. Owing to the absence of batteries, coils, wiring, plugs, tremblers, etc., the chances of electrical troubles are practically abolished, and those of breakdown thereby reduced to a minimum…The carburetter is in reality very simple. The petrol is sprayed from the upper tank on to a fixed cork block in the lower chamber, whilst a shallow level of petrol is kept at the bottom. The level is regulated by the lower cork and float valve. This small amount of petrol is splashed by

road vibration over both corks, thereby assisting the spray in vaporisation. That the combination gives great economy was proved at the recent Crystal Palace trials, when the Singer showed less petrol consumption than any of its competitors. In the same trials it will be remembered that the Singer was the only machine that accomplished the complete hill test without pedal assistance, thereby pointing to the advantages of direct driving…Simplicity of control may well be claimed for this, the first one-lever machine. All necessary regulation, except the mixture, is actuated by a lever on the handle. There is therefore no necessity to remove the hand from the handle grips, and the whole attention can be given to the steering, and the speed regulated under any conditions. Carburation is far less sensitive than the average, and consequently the engine practically is governed by the throttle and exhaust valve lifter. Both these appliances are in their turn fully controlled by the single lever, the upward pull raising the exhaust, and the downward twist gradually opening the throttle to the carburetter. Yet another feature is the ease with which the motor wheel, containing the engine and all its fittings, can be detached…All details have been carefully worked out to allow maintenance such as cleaning the valves or adjusting the ignition to be performed without dismantling the wheel. It must be remembered that every part of the machines with the exception of the magneto is manufactured in the works of the Singer Cycle Co, at Coventry, and the workmanship is quite up to the reputation which the cycles of that well-known firm have enjoyed for so many years. We are informed that…the introduction of the motor wheel to tandem tricycles and tri-voiturettes for carrying two riders is proving a great success. The Singer motors are really made for touring and general all-round road work. The speed element is not specially catered for, the makers considering that reliability and power at hills are the most essential points…At the same time, a speed of well over 20mph can easily be attained. The frames of all the machines are specially constructed to stand the extra strain put upon them by the driving of the powerful engines, and in this respect they differ from other pattern of motorcycles which are designed on conventional lines.”

A WORD TO THE WISE: “Motorists generally and cyclists will do well to be careful when riding in the Isle of Wight, as the police there are, we learn, to be supplied with stop watches.”[Motor Cycling, June 11th, 1902.]

“MOTOR BICYCLES ARE becoming very popular in the Stafford district.”

“GERMAN-MADE MOTORCYCLES do not appear to be in great favour in the Fatherland, very few being on show in the recent motor show.”

“THE FIRM OF ISHIKAWA and Co, of Yokohama, have taken over the Japanese agency for the Mitchell motor-bicycle. WC Vaughan, the American trick rider, is now over there ‘popularising’ the machine and incidentally astonishing the natives in the different parts of the empire.”

“THE WESTFIELD AUTOBIKE. A motor-bicycle of neat and effective design is the Autobike, made by the Westfield Co, ‘The Rising Sun’ Cycle and Motor Works, 330, Brockley Road, London, SE. The motor fitted is the well-tried Kelecom, 66mm bore, 74mm stroke [253cc] giving 1¾hp at 1,500rpm and 2hp at I,750. It is fitted to a specially built bicycle frame, which retains the pleasing lines of the diamond frame. It will be observed that the motor is mounted in a vertical position just behind the diagonal tube and drives on to the rear wheel pulley by means of a strong belt. Aother noticeable feature is that the combustion head and cylinder are in one piece, thus doing away with joints, lugs, nuts, and studs. The valves are large in diameter, and are turned up from a piece of nickel steel. The control of the machine is managed entirely by a single lever, this combining an exhaust valve lifter and current breaker. An automatic spray carburetter is fitted, and the petrol tank carries petrol for 120 miles.”

“WE RECENTLY NOTICED a rather good idea to overcome the difficulty sometimes experienced with a chain drive, namely, the absorbing of the ‘shock’ of the power impulse of the motor and avoiding the risk of a damaged chain. The arrangement we saw was fitted to a rather high powered experimental machine, and instead of the impulse of the motor being absorbed by a spring clutch at the motor sprocket, a very simple and efficient device was attached to the large sprocket. The interior of the wheel has been cut away and a gun-metal casting made to grip two large blocks of indiarubber had been bolted to it. To the axle of the rear wheel of the machine, a gun- metal driving arm had been keyed. At the ends round bolts were attached, and these’ passed through holes in the rubber blocks, and thus a buffer was interposed between the sprocket and driving-wheel.” [This is one of the earliest mentions of the ‘cush drives’ which are still an integral feature of motor cycle drivelines—Ed.]

“DUST IS BY NO MEANS a desideratum when motoring, but it is, perhaps, a lesser evil than mud, which is what the urban and suburban authorities substitute for it by means of their water-carts. The remedy is certainly worse than the disease, and more dangerous to boot. Motorists will therefore welcome the announcement that abroad they are beginning to doubt the value of the water cure, and are experimenting with other dust layers–olive oil, naphtha petroleum and coal tar, all of which are said to have produced good results, laying the dust more effectually, and leaving a cleaner, harder surface on the road. Some day the wise men of this country may realise that their own existing method is not the best ; and meanwhile some inventive idiot might experiment with a petrol-sprinkling attachment for motorcycles, so that when the time is ripe for reform, every man may be his own dust layer. With less dust, and a more efficient system of treating it, we shall indeed be approaching the millennium of road travelling!”

“WHAT IS THE DIFFERENCE between a cowboy and a chauffeur? One drives the steer, the other steers the drive.”

‘AUTOMOHILISM IS HONOURED by the more than honorary patronage of the King. The hand that rocks the cradle used to rule the world; but it is now the hand that rules the world (or the greater part of it) which rocks the car.”

“SEIKELDREIFFER (in the motorcar): ‘Vy you use der pedals efery oder mile, Ikey ?’ IKEY (on the motorcycle): ‘So I not vaste mein petrol, fader.’ SEIKELDREIFFER (anxiously): ‘Take care, mein leedle son, you don’d wear oudt your shoes.'”

Ok, settle down…let’s get back to motor-bicycles.

THE MOTOR-BICYCLE which is described herewith is the production of the Ormonde Motor Company, Wells Street, Oxford Street, W, a firm which has spared neither time nor expense in placing one of the most up-to-date bicycles before the motoring public. It is at once elegant and efficient. The engine is placed vertically behind the seat tube. This position was adopted after a very careful series of experiments, extending over 2,500 miles, with the motor placed in various positions. It ensures perfect lubrication, equal cooling of the engine, absence of vibration, and, moreover, renders every part easily get-at-able, while being practically free from mud and dust. The motor is the Kelcom, for which Messrs the Ormonde Co are sole agents for the United Kingdom and the Colonies. It has a bore of 68mm with a stroke of 76mm [276cc] and develops 1¾hp at 1,450rpm. At the present time it is so well known as to need very little description at our hands. Amongst the engine’s many special points to which we would call attention is the formation of the cylinder, which with the combustion head forms one casting, thus obviating the joint found in other patterns. [This became ubiquitous until detachable cylinder heads

returned some 30 years later—Ed.] Besides this, it ensures a minimum, amount of metal, with a maximum amount of cooling surface, overheating being practically impossible. Large valves, deep radiating ribs, very substantial bearings (designed to run many thousands of miles without renewal or adjustment) are all sound features well worthy of consideration. The tank is exceptionally well made and ingeniously designed. Space is provided for about two gallons of petrol, also 1½ pints of lubricating oil (sufficient for a non-stop run of about 200 miles) in the upper portion, and the accumulator, coil, etc, beneath. The front and rear of the tank is chamfered off to reduce the air resistance and to allow a clear run of air on to the engine. Amongst the many little improved details which add to the comfort of the rider may be mentioned a miniature tap. This serves as a tell-tale to the petrol tank, while the petrol is available for such purposes as cleaning the platinum joints of the commutator, sparking plug, etc. The carburetter is a particularly good float feed spray type, and is another example of fine workmanship. We hear excellent reports of the consistently good results obtained from it. The supply of hot air for the mixing chamber is led from the exhaust pipe through fine gauze. It requires no regulating, summer or winter, the mixture remaining perfect over good or bad roads and through even severe atmospheric changes. The combination exhaust lifter and switch is particularly neat, and as most readers will know, is controlled by a Bowden wire, but with a twist handle instead of the usual lever, on the left side of the handle bar. Half a turn of the handle lifts the exhaust lever sufficiently to break the circuit at the contact upon the crank chamber at the end of the lower arm forming an extension of the lever. A further twist of the handle lifts the exhaust valve; this method does away with the necessity of taking the wiring up to and through the handlebar, which is so often the cause of annoyance in the form of a hidden short circuit. Between the interruption of the current and the lifting of the valve is sufficient movement to allow the engine to be used as a brake prior to relieving the compression. This refinement will be fully appreciated in traffic, as by it one can practically free his engine, enabling the machine to be pedalled without undue exertion. On the right side of the bar is the usual Bowden lever working the back rim

brake, while an emergency brake is also fitted acting on the front rim. Only two levers are fitted, and these are placed in a very convenient position on the top tube. The right hand one advances or retards the sparking device, that on the left controls a very compact and well-made throttle. This regulates the volume of mixture passing to the engine, enabling petrol to be economised whilst the maximum quantity is always available for top speed, steep gradients, heavy roads, and head winds. Lubrication…is fully met by a somewhat unique device in the form of a simple automatic lubricator…The oil, after leaving the tank, passes through a cock and is conducted to the lubricator, the engine being fed through the small valve which is operated by the vacuum caused in the crank chamber upon each up-stroke of the piston. The valve can be regulated…to pass any given quantity of oil, and, when once properly adjusted, needs no further attention from the rider. Failing a successful form of chain-drive, which, at present necessitates complications and increased cost, the belt is given preference. As the drive upon this particular design of motor, bicycle is rather shorter than usual, this point has received very careful study by the manufacturers, It will be noticed that the engine pulley is proportionately large, thus ensuring the same amount of grip for the belt that a smaller pulley with a much longer drive would have, but the makers strongly recommend the use of a special laminated raw-hide belt of V-section, which is practically proof against stretch or break. The workmanship and finish throughout is of the very highest grade the frame is specially designed with due regard to the strains it will be called upon to bear, and is made in two sizes—22in with 26in wheels, and 24in with 28in wheels. It is enamelled black with silver lines; the tank finish-ed in bronze-silver with black lines, and the rims and usual parts heavily plated. Very wide mudguards are fitted, with the front one extending well forward, which ensures cleanliness in all weathers. Special 2in Dunlop-Bartlett motor tyres are fitted. We understand the makers can supply the trade and amateur mechanics with complete engine sets, frame, fittings, etc, from stock, together with working drawings for same. A booklet is published fully illustrating and describing the foregoing in detail, and can be had from the Ormonde Company.”

“OUR MIDLAND MAN HAD the pleasure of riding alongside—and very often considerably behind—an Ormonde motor-bicycle one day recently from Coventry to Birmingham. Mr Arthur Goodwin manipulated the taps, and considering that he modestly draws the scale at over 14 stones, the fact of the motor taking all the hills without faltering in the least speaks well for the power and reliability of the 1¾hp Kelecom motor. The Ormonde machine is well arranged, and is beyond question a very speedy motor. “

“THE FAMOUS DE DION FIRM have created a considerable sensation in the motor world by the advent of their latest production, namely, the De Dion motor-bicycle of 1¼hp. As might have been expected from a firm of such repute, there are some strikingly original features in the design of the motor. Inside fly wheels are adopted, as in their standard patterns, but the cam and ignition gear is quite different to anything yet produced. The contact breaker and cam shaft are mounted at right angles to the crank shaft, and thus the over-all dimensions of the crank case are kept within 4in width, thus enabling the- standard width of tread in the bicycle to be retained. The right-angle shaft is driven from the edge of one of the fly wheels; this having two threads cut in it, and meshing into a pinion on to the contact breaker shaft. The speed ratios are equivalent to those obtained by the 2 to I gear in the old pattern. The cylinder is devoid of radiating flanges, but these are retained on the combustion head. The cylinder is fastened to the crank case by two bolts passing through lugs on the head. The inlet and exhaust valves are mounted one over the other, and a special device is fitted for lifting the exhaust for starting, The compression tap is now dispensed with. The bore-of the cylinder is 62mm and the piston 70mm stroke. The speed can be increased from 400-4,000rpm, and from this it must be assumed that the parts must be most perfectly balanced. The normal speed, however, is from 1,500-2,500. The length over all is 14¾ inches, and the weight 22lb.”

“MOTORCYCLE UNION OF IRELAND. The MCU, at its last meeting, finally settled upon its rules and regulations, and the objects of the Union are as follows: To ensure a fair and equitable administration of justice as regards the rights of motor cyclists as such. To establish, revise, or alter the rules regulating the sport and pastime of motor cycling. To control and arrange for race meetings, matches, competitions or time trials for motor cyclists. To endeavour by such means as may seem advisable to bring about the more efficient maintenance of Irish roads. To protect the interests of motor cyclists and motor cycling generally. The Union have decided to hold an informal hill climb shortly for members, probably on the Glenamuck road. It may be truly stated that this young body is in a very ‘live’ condition.”

“TIP TO PREVENT battery terminals corroding. When you have made your connections quite clean and secure, just smear a small amount of vaseline around the terminals. This being quite acid-proof prevents the acid eating into the brass and spoiling the connection.”

“THE RHENISH WESTPHALIAN Industrial Exhibition, about which so many interesting reports have appeared in the daily press, includes a number of German-made motor-cycles—rather a neglected feature in German construction. The cycle manufacturers over the water care much more for motorcars, and seem to regard the motorcycle as a toy. This observation is substantiated by the results as shown here and at the Berlin motor exhibition. Lack of space prevents dealing fully with this matter, but it may be stated as absolutely correct that many Germans have not yet seen a modern motorcycle, and should they become acquainted with the proper article they are sure to become buyers. Cudel & Co, of Aachen, show an old-fashioned motor-tricycle, on which only the nickelling can be recommended. The Aachener Stahlwaarenfabrik has several cycle motors on view, one of which develops. 1¾hp, has a small bore, and weighs only 24lb. The smallness of the motor is an advantage, especially as it has sufficient room for shaft bearings. Several cycles carry their motors over the front wheel, but the majority have adopted the English style of placing the motor in close proximity-to the bottom bracket. The Bowden and the Crabbe brakes are in universal use, and what is over here called a Minerva motor can be found on nearly every other machine. Werner and De Dion motors are rare, and none can be seen at this show. As soon as English manufacturers have created a market for motorcycles and found the proper type, our German competitors are sure to copy and make them a little cheaper, because no experimenting is required; but if our manufacturers take proper precautions this should be prevented.”

“IT WILL NO DOUBT SEEM incredible that a practical steam-driven motorcar was invented in the far away days of the 18th century, yet the statement is perfectly true, and the sceptical ones may see the car for themselves if they happen to be at any time in Paris, and pay a visit to the Conservatoire des Arts and Metiers. There will be found in a state of excellent preservation the road locomotive made by Nicholas Cugnot in 1771.” [You’ll find it in the timeline of course, but the original appeared in 1769 with the four-seater referred to here taking to la route in 1770.]

“MOTOR CYCLING AND THE CORONATION. The Coronation holidays will not affect the publication of either Motor Cycling or Cycling. The only change necessitated is that small sales ads for both papers must reach us on Wednesday in Coronation week to be in time for the following week’s issues.”

“THE ARIEL CO ARE NOW turning out an excellently finished motor-bicycle, made on the standard Minerva lines, but there are one or two modifications, noticeably in the carburetter arrangement, silencer and position of the control levers.”

“THE FIRST STATUTORY MEETING of the Motor Cycling Club was held on Monday week a headquarters, The White Horse, Long Acre, with E Perman in the Chair. An interesting summary, prospective and retrospective, was given by the chairman, who pointed out several successful runs bad been carried out, and a big programme had been arranged for the season. The membership list was steadily increasing, it was satisfactory to note…By the way, the club has selected a neat black, white, and silver grey for their colours.”

“WE WERE DISCUSSING EYE PROTECTORS in the office the other day, and the chief drew attention to the fact that his dislikle goggles extended not only to the matter of appearance, but to some curious effect which they seemed to have upon the sense of hearing. The general opinion was that this so-called effect was nothing more than fancy, but, as I had ‘fancied’ the same thing when wearing eye guards of any kind, I have lately indulged in a series of experiments, and have convinced myself that when the guards are larger than a pair of pincenez the sense of hearing is undoubtedly affected, and the conclusion has been come to that the effect is caused by the currents of air which strike the goggles and are deflected, rushing by the ears and so partially excluding other sounds. When the motor has been travelling fast against a head wind, to which the body has been bent, I have had a positive roar and rattle against each ear, just as if a piece of sheet iron were being violently vibrated. When wearing an eye guard of any kind, I find myself straining in order to ascertain by listening how the engine is working, and as one gains most valuable assistance in driving from listening to the working of the engine, the use of goggles is a distinct disadvantage. But I must confess that I have not given the hearing that extended practice which would decide whether or not it could become accustomed to the use of the guards.”

“PETERSEN, A WELL-KNOWN motor-bicycle pacer, lost control of his machine during a recent race near Berlin and fell to the ground. He is still in hospital and for days it was very doubtful if he would live. The motorcycle had done splendid service, and no fault could be discovered in connection with it. It is not improbable that the terrific heat caused Petersen to faint.”

“THE ADVENT OF THE MOTOR-BICYCLE has opened up quite a new field for the cycling tourist. Numerous as are the charms of touring on the pedal-driven machine…what a far vaster field. is opened up now that greater distances can be covered with the minimum amount of work—if any at all. Hilly districts with their varied scenery, the charms of which have formerly been denied to a large class of the cycling tourist owing to the necessary hard work which inclines to make a toil of pleasure, are now brought within reach of all by the advent of the motor. bicycle. Far longer and more interesting tours can be mapped out than was formerly possible with the ordinary cycle, and thus time is greatly saved. The question of luggage and touring equipment becomes no longer a problem of having to reduce everything to an absolute minimum of weight and size to avoid overloading the machine and exhausting its rider. With the powerful little motor doing all the work, an addition 30 pounds or so of personal luggage makes no practical difference whatever to the running. In fact, it is only a question of storage capacity that has to be considered, as machines vary somewhat in this respect. Thus considered, motorcycle touring scores well above ordinary cycle touring on the question of personal comfort and convenience alone. On almost all machines it is possible to clip a Turner’s carrier on to the rear stays just over the back mudguard. These are now made in different sizes with bags to suit them, and quite a large amount of personal requisites can be stowed away therein. When fitting the bag see that all the straps are made quite secure, as everything has to be very firmly fixed to stand the vibration of a motor-bicycle. The nature and quantity of the personal requirements to be taken will, of course, depend to a large extent on the length and duration of the tour, and can best be determined by the rider himself. But it is always advisable to include such items as a hair brush, soap and towel, toothbrush, small mirror, waterproof cape, not forgetting a few spare studs and buttons, as these things have a knack of getting lost when touring. Although just for short runs the usual cycling costume may be adopted, some modifications are necessary for longish runs and tours. The lack of exercise and the greater speed attained, the rider consequently feels the cold more, necessitating the donning of stouter clothing. The regulation motor-cycling costume is held by some riders to consist of a leather jacket and cap, riding breeches, leather leggings and boots, but this specification is subject to much variation according to the rider’s fancy, but the prospective tourist will be well advised to provide himself with a stout jacket and leggings and some warmer underclothing than usual. “

“AN EXCELLENT IDEA was shown to me by the well-known tailors, Hoare and Sons, of High Holborn, this week. It consists of a double waistcoat buttoning very high in the neck, with a turn-down collar to give it a finish. The material is wool throughout. To give the necessary warmth needed by the motor-cyclist, a special interlining is used which, whilst not being so close in texture as leather, is just as wind resisting. The arms are protected by a lined sleeve with closely fitting wind-cuffs. The makers claim the t it is as good as an over-coat, giving all the warmth necessary without sacrificing comfort or health. The idea appeals to me.”

“THE ‘NEW BOWDON’ MOTORCYCLE. Cragg and Sons, Altrincham, Cheshire, have just brought out a new design for a motor-cycle frame, specially built to accommodate the motor. The motor is a Simms 2hp; fixed vertically and-clamped securely to the bottom tube which is joined under the bottom bracket. The latter is of special design, six inches wide. The motor is fitted between two tubes (D section) taken up from .the outside ends of bracket to a fork lug16½in from such bracket, which also takes the seat pillar tube. The motor is held at the top by a connection from the fork lug referred to, and the crank chamber is well secured from behind by two upright arms from a strong steel bridge, strengthening the back forks. This bridge also acts as the mudguard and exhaust-box holder. The motor is thus held perfectly rigid. The back hub is also of special pattern, seven inches wide, which allows plenty of room for a one inch flat belt. The adjusting of the belt is from the back, and the chain by an eccentric bracket. There are only two levers to manipulate, ie, the exhaust valve lifter and the advance spark lever. A good front rim brake is fitted, which, used in conjunction with the exhaust valve lifter, enables the cycle to be pulled up in a few yards. The ignition is magneto-electric, doing away entirely with coil and accumulator. “

THE RACE FROM PARIS TO VIENNA was the biggest motoring event of the year; the 137 starters included luminaries such as Baron de Rothschild and CS Rolls (who had a near death injury when his car left the road and hit a tree). British drivers and cars did very well, winning the Gordon Bennett Trophy for the first time. It was run in four daily stages: Paris-Belfort, Belfort-Bregenz, Bregenz-Salzburg and Salzburg-Vienna. Motor Cycling reported: “Little has been written and little thought by the writers in the general press about the performances of the motor-bicycles in the great race, and yet they have performed exceedingly well. To the Werner has fallen the honour of being first and second to arrive at Vienna, both machines going through well from start to finish… Bucquet was the first motor-bicycle to arrive at Belfort, the first control, having got over that part of the journey (253 miles) at the excellent average pace of 31mph. Bucquet eventually arrived first of the motor-bicycles at Vienna in the splendid time of 25hr 35min 8sec, and Labitte on a Werner came through in 27hr 42min 12sec. Reiger was third (riding a Laurin-Klement, known in England as the Hewitson) in 31hr 5min 29sec. The performances of the three motor-bicycles are all the more noteworthy when it is remembered that they were, in every sense of the term, ordinary motor-bicycles. Both the Werners had motors of 2¼hp, and were fitted with Michelin tyres. That Bucquet on one of these wonderful little vehicles should actually beat the times of many of the racing cars is in itself a remarkable performance, proving as it does that the motor-bicycle is no toy, but a fast and reliable motor vehicle under adverse as well as favourable conditions. Imagine for a moment what the contest just ended means. Roads of varying quality, good in parts, execrable in others, ill-deserving the name of ‘road’ elsewhere; hill climbing beyond anything we can dream of at home, over the snowy Swiss heights; ever changing atmospherical conditions—in short a hundred obstacles to be overcome; and yet all the time over those thousand kilometres the little engine on the bicycle pulsating regularly and ever doing its work beside, and in

some cases ahead of, the leviathan cars with their high powered engines striving to outpace it. And in the end the little bicycle is there, a pigmy among the giants; it has got right through level with many of its giant rivals and in front of not a few. One should really find time in one’s ecstatic contemplation of the speed of the racers for a generous thought to the motor-bicycle. We find on reference that Bucquet on the Werner got into Vienna well ahead of the following heavy cars: Panhard and two Serpollets; the following light cars: Delahaye, Clement, Eisenach, DeDietrich’ and the following voiturettes: Corre, G Richards. Surely a fact well worthy of special notice…Greatly to the surprise of all at Vienna, motor-cycles (tricycles and bicycles) made ah excellent showing. Not only did Osmont on his 8hp De Dion tricycle, weighing 4cwt, get through the whole of that trying journey, but three motor-bicyclists reached Vienna safe and sound. Forty-third in the matter of time, Osmont arrived at Vienna as much as four hours ahead of some of the cars. He traversed the 870 miles which separated Vienna from Paris in the prescribed four days, the 675 miles over which racing was permitted being covered in 24hr 26min 16sec, which averages 27½mph throughout. Over the rough roads in the Tyrol the pace was necessarily slow, but the long climbs and the stiff rises (some of them had a gradient of 1 in 5) were all safely negotiated. The same may be said of the three motorbicycles. Bucquet, on his dainty Werner, looked almost fresh on dismounting at Florisdorf. His machine weighed just inside 100lb avoirdupois, and the, engine was reputed to be 2¼hp. His time was 25hr 35min 12sec. Labitte, on a precisely similar machine, secured second place in the bicycle class, his time being 27hr 42min 12sec. Reiger, on the Laurin-Klement, was third in this class in 31hr 5min 29sec.

“LAST YEAR, ON THE OCCASION of the fifteenth annual open hill-climb promoted by the Catford CC, a time test for motorcycles was included and an entry of five riders was obtained. But this part of the programme was doomed to be a complete fizzle, for we only saw a couple of the entrants at the ‘weighing-in’ station, and but one—Tessier—essayed the climb. He had already taken a couple of unofficial runs up the hill, but, as is frequently the case, the run under official eyes and against official clocks was early nipped in the bud owing to some minor trouble. But matters have moved somewhat in connection with the single-track motorcycle, and the announcement of the repetition of the experiment at this year’s hill-climb brought no less than 27 entries. The race was split up into two sections, one for motor bicycles not exceeding 1¾hp, the dimensions of the motor not to be greater than 66mm bore and 70mm stroke [239cc]. The second class was for motors greater than 1¾hp and not exceeding 2¾hp, the maximum bore being 79mm and the maximum stroke 79mm [387cc]. For the low-powered class there had entered HR Parton (Minerva), Colin Pattison (Phoenix), J Van Hooydonk (Phoenix), ET Arnott (Princeps), AC Wright (Wright), W Hardy (Martini), WA Walker (Walker), WJ Westfield (Westfield’s autobike), WH Grainger (Ormonde), HB Cook (Ideal), E Perks (Singer—two machines), GE Roberts (Werner), J Adams (Ormonde),

EE Friedberg (Ormonde), BA Hunt (Clement Garrard), E Perman (Princeps), and C Denouille (Bordes). In the high-powered section there entered SA East (Shaw), SR Batson (The Bat), JJ Leonard (Werner), H Martin (Excelsior), E Perks (Singer), ET Arnott (Princeps], TH Tessier (Rex), and Bert Yates (Humber). A gold medal was the award for the fastest time in each class, that for the high-powered section being given by the proprietors of Motor Cycling. Catford CC certificates were to be given to all who climbed the hill. Prior to starting the machines were carefully examined and the motors gauged by the judge (GF Sharp), and at the conclusion of the cycle trials the first of the starters—Colin Pattison—made his attempt. He was travelling well, and the vastly quicker pace of the motorcycle as compared with the crawling struggle of the cycles which had preceded it was apparent to all onlookers. Pattison, however, found that his mixture was changing near the summit of the hill and in trying to improve it lost it altogether. On his second attempt he did the same thing and thus spoilt his chance of a good performance. Next came Wright. His machine is novel. The motor is in the old Werner position over the front wheel and it drives through a reducing Crypto gear and thence by a chain to the front wheel. It went very well and his time was 2min. 4248⅕sec. from bottom to top. The distance was increased this year to almost exactly three-quarters of a mile, as the finish was taken to the danger board. Hardy did not succeed in breasting the hill. Then Westfield went up doing 2min 48⅗sec; Grainger did not do so well his time being 3min 11⅘sec. Then came Roberts, who rode splendidly. He pedalled only at the right moments taking the stiffest part where the gradient is 1 in 6¼ easily; his time was 2min 22⅘sec. Then came Perks on the Singer and he, too, made an excellent show. The best of his trials worked out at 2min 16⅖sec. Friedberg was successful, doing 2min 50sec and Denouille, after dismounting and running alongside and then remounting, did 3min 35⅖sec. Perks was thus placed first in this class with Roberts second and Wright third. In the high-powered section East made first attempt and went up comparatively slowly, doing 3min ⅘sec. Martin and Leonard started together and they gave quite a sporting element to the trials, proving that the idea of running the men its pairs, had it been carried out, would have vastly increased the interest. Martin was the quicker to get going and gained a lead, which his extra half horse-power enabled him to increase. But on the summit he mistook a knot of spectators for the judges and started to dismount. The crowd yelled to him to ‘come on!’ and he did, finishing in 2min 9⅖sec. Leonard was less than a second behind him, his time being 2min 10⅕sec. He gained a few yards on Martin towards the last. Then Perks came up on his 2¼hp Singer, and again did splendidly. His time was 2min 7⅗sec, a marvellous performance, but then Perks is one of the two inventors of the Singer and he knows how to get the best results from his engine. Thus Perks became the happy recipient of Motor Cycling’s gold medal, Martin being placed second, and Leonard third. Every competitor pedalled most, if not all, of the way, but after the trials Perks removed his chain, was pushed off the mark, and his engine carried him right up the hill and over the top to the finishing line, the chain being displayed to the onlookers, who thought he had broken it and wondered how he had picked it lip whilst travelling. These tests proved that the Singer is a splendid hill climber, and if it will surmount Westerham it should be good for almost every hill in this country. Martin rode the 2¾hp Excelsior upon which he has won so many races and established so many records. Leonard’s machine was a Parisian Werner, very light in weight for the high power developed. Yates, Arnott and Batson were non-starters. The performances of the first two would have been interesting because both the Humber and the Princeps are chain driven. Batson has a special pulley being prepared to his own design, but it was not quite ready for the trials. [This is ironic—Batson originally developed an anti-slip pulley, then designed a bike round it—Ed.] The non-starters in the lower powered section were Hooydonk and Parton…The Catford Hill climb has become quite a leading motor function. A large number of cars and motorcycles were at Westerham and many a well-known face was to be seen. A point of interest just now is that the first Catford Hill climb, promoted in 1887 was won by SF Edge, who, in 1902, just as the first successful motorcycle contest is carried out on the same hill, has become world-famous through winning the Gordon Bennett cup…Last year

competitors were allowed a flying start, their time being taken from the moment of crossing the line. This year they started from the tape at the word ‘go’ and their time was taken from that instant. The competitors were allowed to make a running start, vaulting into the saddle directly the engine commenced to work, or they could be pushed off, getting the first few revolutions by means of pedalling. The former generally turned out to be the quicker way of starting, because the rider could propel the machine much faster by running with it than by pedalling it. Westerham Hill is in a much better condition than has been the case for many years. During the time occupied in the building of the fort at the summit [one of 12 forts along the North Downs built to protect London] the roads around were badly cut up with the heavy traffic over them; whilst the guns were being taken up the traction engines left the road, in a condition that one could almost like’n to a ploughed field.” You may have noticed that I’ve given the Westerham Hill-climb more space than the Paris-Vienna beano. Paris-Vienna was primarily an outing for posh automobilists and their chauffeurs (It incorporated a ‘week-long ‘touring’ class as well as the great race). Motor Cycling had its eye firmly on the motor car business—remember its full title was Motor Cycling & Motoring; within a year it would switch its name to lead on ‘Motoring’, giving The Motor Cycle its chance and having written for Motor Cycle that’s where my loyalty lies. And there’s more. Assuming you, the reader, are interested in motor cycles rather than the minutiae of magazine house style, you won’t have noticed that this is the first, the very first report in Motor Cycling to put each rider’s bike in brackets rather than inverted commas. Suddenly it reads like a proper report. And there’s still more. As every right thinking motor cycle obsessive knows, SR Batson established Bat Motorcycles (in Penge) in 1902. The Catfordian hillclimb report includes the first, the very first, mention of Sam Batson and his bike but the name in brackets isn’t (Bat) it’s (THE Bat). The prototype, I suggest—and ‘The Bat’ is what a proud young engineer called his creation. And yes, there’s a last bit of more. The report mentions that in the previous year only one motor-cyclist made an attempt on Westerham hill, and his name was Tessier. He was back in 1902, listed as TH Tessier (Rex). So this is Theodore Tessier who became Bat’s works rider in 1904 and took over the business in 1905. Did Sam and Theo meet at Westerham Hill? Did they talk about The Bat down the road in the Grasshopper? Is any of this relevant to this timeline? I hope so, no idea and yes, because it’s my timeline.

“THE RECENT TRIALS OF motorcycles upon areally stiff hill, Westerham to wit, have shown that, if very much of that class of work comes within the everyday experience of the motor-cyclist, an engine developing 2 to 2½hp is absolutely necessary. But, fortunately, there are few prototypes of Westerham about. To a rider in Devonshire, or Derbyshire, or in the Lake District, or Wales, just to mention a few of the districts that have impressed me with their hilliness, I should say that a 1½hp engine would be of very little real assistance. Because, if the hill is so steep that the machine fails to surmount it, even with the aid of the rider, it means that the poor man has to provide the propulsive power himself and, by getting down and pushing, get the machine to the summit with little or no help from the motor. And I can speak from experience when I say that it is a very tough task to push a hundredweight of motor-bicycle up a hill with a gradient averaging, say, 1 in 8. Moreover, one gets heated to such an extent that a long rest for cooling-down purposes is afterwards necessary, otherwise one is liable to contract a bad chill during the subsequent run through the atmosphere [some years later Ixion suggested that the heating and sudden chill caused by ‘LPS’ led to rheumatic fever that shortened some pioneer riders’ lives—Ed]. It is not altogether feasible to make the engine work, leaving the rider to run alongside for the purpose of steadying the machine. The difficulty is that the engine does not work well at so slow a speed as is comfortable for the steersman…One little point arises out of the Westerham climb which raises food for discussion. It will be noted that the Singer, which triumphed in both classes, was neither chain driven nor belt driven, its power being communicated through, gearing. One naturally wants to know whether this means that a much larger percentage of power is transmitted to the road wheel than would be the case with any other form of gearing-down. It was a pity that the best types of chain driving were not tried on the hill, whilst it was noticeable that the Ormondes, which proved so generally successful, were using a built-up belt (the Lincona) with tapered sides, and that slipping seemed to have been largely avoided. Transmission, and the best methods of securing it, is the most important part of the subject of motoring.”

NOTHING COULD HAVE BEEN more propitious for the inauguration of the big motorcycle race meet at Plymouth…The weather was grand, and the track in excellent condition. Motorcycle races are a decided novelty down Plymouth way, and the Argyle AC are to be congratulated upon organising such a successful two days’ meeting. The five miles scratch for motor-bicycles over 112lb was run in four heats; those, qualifying for the final being EH Arnott, JJ Leonard, CG Garrard, and SJ Watson. Arnott and Leonard were on 2hp Werners; Garrard on a Clement two-cylinder 2¾hp, and Watson on a 2½hp Chapelle. The final was won by SJ Watson in 8min 4⅖sec, Leonard second and Yates third. The five miles handicap for motor-bicycles under 112lb was also run of in four heats and a final. Tessier, on a 2hp Rex, finished alone in the first heat; in the second were three competitors, Westlake, 2½hp Chapelle giving up shortly after the start. CG Garrard, who was giving Arnott a mile start, rode splendidly and cut down the mark considerably, but had too much to give away to win. The third heat was void, and in the fourth were JJ Leonard, Bert Yates, 2hp Humber; O Lees, 2hp Rex; Garrard, 1¼hp Clement. Leonard picked up his men and beat them by a lap and a half. Time, 9min 45sec. In the final Garrard won; Arnott second, Leonard third. Time, 7min 35sec.

“THE FIRST MOTOR-BICYCLE road race was held last month in the States. Six men started and five finished, the winner covering the I0 miles in 18min 17sec. The race was limited to motors of 2¾in bore.”

“THE MOTING WORLD of America is going through a lot of ‘firsts’ just now. Among other innovations, the Alpha Motorcycle Club has just held its first long-distance tour from Jersey to New York. Five out of the 14 starters managed to cover the 316 miles in three days, the others suffering from the effects of dogs, belts and bad roads. It is interesting to note that none of the engines, carburetters or fittings gave trouble, the chief difficulty being with the belts, all being united in advocating the flat belt from ½ to 1 and 1½in.”

“THE AMERICAN EXCHANGES refer in glowing terms to the fine performance of Chas H Metz on a 3¼hp Orient motor-bicycle in the speed trials of the AC of America on Staten Island. He covered the straightaway mile in 1min 10⅖sec, and the kilometre, en route, in 43⅗sec. Of the 26 cars which essayed the course, only one, a 60hp Mors, did better time, and then the Baker vehicle brought about the close of the programme. The timing arrangements are reported to have been excellent.”

“MR BERT YATES won the race for the Starley Cup on Saturday week, at Coventry, but Mr William Starley informs us that a protest has been entered against the win.”

“HIGH EXPLOSIVE IN PETROL motors. Some reports to hand from France state that Girardot, the racing motor tricyclist, achieved his great speeds through the use of picric acid dissolved in the petrol, and which greatly increases the force of the explosion.” The benefits of picric acid was, for a couple of years, a hot topic in the motor cycle press.”

“AT THE CRYSTAL PALACE on Thursday Mr H Martin, on an Excelsior motor-bicycle, broke the world’s one-mile amateur motor-bicycle record. Time, 1min 25⅘sec, the previous best time being 1min 35⅖sec.”

“H MARTIN’S FIVE MILES flying-start motor-cycle record at the Crystal Palace gave the spectator a good idea of the combination of ‘swift and sure’ which the motorcycle is capable of. In order to convey to the mind of the reader some notion of what can be done in ‘steady speed’ by these machines, we may mention that the average speed for the whole run (equal to the distance between the Bank of England and Earl’s Court) was, in round numbers, 45mph. The last mile was the slowest of the five, and the fourth mile was the fastest. The difference between the fastest and the slowest miles was two and three-fifths seconds.”

“WERNER FRERES, OF PARIS, the makers of the well-known motorcycles bearing their name, have had great success, we hear, with their alcohol bicycle-motor. They feel sure that this kind of fuel can be employed with great advantage, and the continued trials will further reveal the progress made. Clement, a firm which has hitherto made only cars, is also going in for alcohol motorcycles, and the head of the company declared recently that such would have a great future.”

“MOTISTS WHO HAVE SUFFERED from the plague of police on main roads should try taking their drives abroad over by-roads where at present very few policemen are to be found. At a recent week-end one of ours drove from the South Coast to the North Midlands—a distance of about 180 miles—almost entirely over by-roads, and leaving main thorough-fares alone as far as possible; on this particular drive not a single policeman was observed between Windsor and Melton Mowbray. “

“SIR,—I SEE A WISH expressed by some of your correspondents for practical information on various types of motor-bicycles. I notice that very little has so far appeared in your columns concerning the Holden bicycle. The reason for this is very probably that only a few of these machines are yet on the road, mine—delivered a fortnight ago—being the eighth turned out. Against the advice of many of my motoring friends I decided on the above machine, and, so far, have no reason to regret my choice. I propose to give in your columns my experience as a novice with it. Although there can be no doubt of the value of the technical advice tendered by experts, I think what most of your readers require is the experience of those who have had no previous knowledge of motors, for what a mere novice can do with a machine others may expect to equal if not better. I may say that once I decided on the type of machine I took the greatest interest in its manufacture, and here the Holden has a great advantage in that it is entirely built in London. Mr Parsons, who is primarily responsible for its construction, proved himself very patient in affording me every facility for watching the construction of the machine. What struck me most in these preliminary lessons was the extreme care devoted to every part, and the entire absence of what I might call flimsiness. I saw my engine tried on the brake before it was fitted into the machine, and was pleased to note that it reached 3¼bhp, for, in spite of contrary opinions, I believe in plenty of power. After a short lesson in Battersea Park, in control and mixture finding, I found myself quite capable of riding my new mount through moderate traffic, and on my third trial rode four miles across London on a week-day to show my Holden to a cousin of mine who has ridden a front-driven Werner with great success for the past 18 months. An intending purchaser of the Holden might think it a difficult machine to mount and start on. This is by no means the case. Owing to the four cylinders compression is always going on, and, as a rule, it is only necessary to walk by the side of the machine for three or four steps, and, as soon as the first impulse is felt, to mount into the saddle as off the pedal of an ordinary free-wheel bicycle. This operation is a great deal easier in practice than it appears on paper. The great point is to start with as weak explosions as possible so as to avoid too sudden a jar to the back tyre. Should the editor allow me, I will give, in a future issue, an account of my first extended trip to Marlow and back from South Kensington.
‘Direct Drive.’“

“THE REGISTRATION OF MOTORCARS will, it is stated, shortly occupy the attention of Parliament. The case for the ‘registrates’ is that it is necessary in the interests of law and order to give the police some more certain means of identification than they have at present. It is perfectly clear that to deal successfully with such a set of riotous blackguards as motorist the law must do one of two things’ : it must either label them like cabdrivers, or it must institute a special corps of motor-policemen to meet them on their own ground at their own velocity. The latter is of rather too progressive a nature for twentieth-century officialdom, so if anything is done in the matter (although the fact of its being taken up by the House does not necessarily mean that anything will be done) it will probably result in tin plates. “Some day, perhaps, we shall have a motor parliament, and the process of moving an amendment will be as quietly and expeditiously carried out as is the operation of regulating speed by a motorcyclist.”

“WHEN I BOUGHT MY WERNER front driver, in the spring of 1900, it represented about the only practical type of motor-bicycle on the market. Things have advanced rapidly since then, and there are now a score of different types on the market. Nevertheless, there are many riders to be found who are still of opinion that the old pattern Werner is hard to beat for simplicity of construction and ease of manipulation. Many are the enjoyable runs I have had on the old bicycle and as I got to know the machine more thoroughly there were many points about it that struck me as being capable of improvement. Being an enthusiast I did not let small mishaps worry me but promptly set to work to find out the causes and remedy them. There must still be large numbers of these machines in use, and it is my intention to describe for the benefit of other Wernerites the methods I adopted in making the machine as perfect as possible; these resulted in the power of the machine being much increased and its absolute reliability being assured under all conditions of working.” This feature appeared on the opening page of Motor Cycling so it was presumably written by ‘Manager’ Ernest Perman; nowadays we’d call him the editor. The improvements he described included re-bushing the conrod, making a larger exhaust valve and guide, making more powerful valve springs and redesigning the contact-breaker. This entailed a complete engine strip and rebuild which he described in detail.—Ed

“A NEW GERMAN-MADE motor-bicycle. One of the few motorcycles which attracted attention during the German Automobile Exhibition, recently held at Berlin under the patronage of the German Automobile Club, was the ‘Ope’l. There are several features about the construction of this machine which are novel if not quite consistent with good practice. The frame has the lower and diagonal tubes made in one piece, and in the bend the motor is clamped in a vertical position. The rear stays are attached by a special form of lug to the diagonal, and a point that will be subject to criticism is the backward position of the crank bracket, which is not calculated to give a very comfortable position to the rider. The motor, which is of 2hp, is provided with a spray carburetter, throttle valve, exhaust lifter and spark advancer, the levers for which are taken up to the top tube. The ignition is provided by means of a coil and accumulators, the coil being fixed behind the diagonal. Driving is by leather belt on to a rim spoked to the hub of the rear wheel. A jockey pulley for tensioning will also be observed. A powerful band brake is fitted to both the front and rear wheels. Speed can be regulated between 1 and 20mph. The ‘Opel’ firm have an excellent reputation as cycle makers and have only recently opened out into motor work.”

“AN INVENTION TERMED the Cyclomobile has just been patented by IH Whipple, 260, Jackson Boulevard, Chicago. There are attachments which render the machine easily convertible into a motor-bicycle, motor-tricycle or a motor-sledge. When it is desired to change from a bicycle to a tricycle the front wheel is removed from the forks and a pair of wheels carried on steering joints in a rigid frame are substituted. To convert it into a sledge a pair of runners are fixed in place of the two front wheels. Another interesting feature of the machine is the adoption of a small dynamo, driven by a strap from the motor for sparking.”

“SO MUCH ATTENTION HAS been directed of late to the Mitchell motorcycle, on account of the many successes which have fallen to it during the short period since it was first introduced into this country, that a few details of its special features will have special interest to our readers. It will be remembered that this was the cycle which, at the recent tests of the Automobile Club, accomplished such speedy laps at the Crystal Palace track when ridden by G Vernon Rogers—christened thereupon the ‘Flying American’ as the result of his show. Of American origin, the Mitchell only made its appearance in England last year, and was not entered in any formal competition till the present spring, since when it has scored quite a long string of successes. Apart from the position of the engine—of which more anon—the first thing that strikes the eye is the size of the cylinder. This has an internal diameter of 3in, and the length of stroke is also 3in [347cc]. These dimensions are practically the same as those of the usual 2¾hp quad. engine, and, whilst the makers of the Mitchell only label it as 2hp (though they are careful to emphasise that this is ‘actual test’), it is quite evident that it has far greater power than the usual so-called 2hp of much less dimensions in bore and stroke. One striking feature of the Mitchell, however, is that it develops its best Power at about 1,100 to 1,200rpm. Run at high compression and at the usual maxi-mum of 1,800- 2,000 revolutions, it would certainly show a much higher brake test. This is not the object of the makers. A long-lived and steady running engine is what they have designed, and the result certainly pays. It may be mentioned that they had many years’ experience in gas engine manufacture before they took up the making of petrol motors, and in the latter department have had some years of apprenticeship in connection with motors for launches, etc. Therefore, the Mitchell motor is designed throughout in accordance with the best traditions of gas engine workshop practice. The bearings are ample, well bushed, and well provided for lubrication; the material and workmanship throughout are excellent. Lubrication is one of the strong points of the Mitchell engine. It is constant and automatic; and how great a boon this is, every rider of a motor-bicycle will know at once. From a tank which lies along the top rail (above the petrol tank) a supply pipe leads the oil to the upper side of cylinder; this pipe being provided with a stop-cock which is turned on at the commencement of a ride and turned off at the end. The oil is drawn into the pipe (by the action of the piston) through a wick, and the waste oil is taken off by another pipe inside of crank box. Enough oil is carried in the tank for 100 miles running, and beyond turning on the tap at starting the rider has to give himself no

concern whatever in regard to lubrication. Instead of the customary surface carburetter an automatic mixing chamber is used. The petrol supply pipe from tank is provided with a needle valve, which regulates the amount passed into the chamber to be mixed with air before feeding the inlet pipe. The mixing petrol passes into the mixing chamber through a small hole situated in the seating of the valve through which the air is admitted. Thus each drop of petrol in effect is attacked separately by the air, ensuring a thorough break-up of the liquid into spray, A small numbered plate is provided to show the amount of petrol passing through. By means of this the exact mixture can be obtained at once, before mounting the machine. The belt is of a very special pattern. It is of twisted raw hide, and is the result of prolonged tests made by the Mitchell Co. The position of the engine is one of the features of the Mitchell. It will be seen that it rests on a saddle which is built into the diagonal tube. It is claimed by the makers that this is the ideal place in which to put the engine. Apart from giving the maximum length of drive for the belt, the weight of the load (engine and rider) is evenly distributed between the two wheels The result certainly gives great steadiness.”

“ALTHOUGH THE NUMBER of motorcycles in active use bears at present but a trifling ratio to that of pedi-cycles, omnibuses or cabs, it is possible on the theory of averages to compare its safety with that of other vehicles, and it has been reckoned that the motorcycle is comparatively the safest vehicle on the road. It is computed to be three times as safe as the bicycle proper, and rather more than fourteen times safer than the hansom. Figures, however accurate they may be, are seldom convincing to the public in matters of this kind. The man in the street prefers to be guided by his own experience, and every-day experience of the motorcycle shows that for street traffic it is, humanly speaking, absolutely safe—amazingly so, view of its great speed. Now, as a matter of fact, the safety of the motorcycle follows not so much in spite of as because of its great speed, but the man in the street fails to realise that increased velocity, accompanied by increased controllability, makes for increased safety…Here is a machine capable both in theory and practice of a velocity calculated to stagger equinity ; a machine with no centuries or even generations of experience behind it; a machine, on the contrary, still in the experimental stage of its career—that such a machine should suddenly invade our narrow, tortuous, crowded streets, and at once establish a reputation for sobriety and good conduct is remarkable…The bicycle proper—the pedi-cycle it may be called—with its useful velocity of some 10 or 12 miles an hour, has been suddenly equipped with a motive power which renders any speed short of 15 unnecessarily irksome, and to which 25 or 30 is a normal velocity. At present we have only the ‘two or three’ motorcycles upon whose performances (reliable in so far as they go) the statistician has built his comparative table of safety. In a few years we shall have our streets full of them, even as now they are full of the pedi-cycle; in their hundreds and thousands they will be bounding and swerving along with, we may hope, an increased legal limit, and with, we may be quite sure, an increased average of safety.”

“SIR,—I HAVE JUST ARRIVED in Ceylon with an Ariel motorcycle and I find I can’t run it as there is no petrol to be had in the island, and none of the shipping lines will bring it. Could you please let me know if there is any other spirit on the market that I could use out here instead of petrol; if not, I will ship my motor home again and sell it. In the meantime, you might let your readers know, as some might be thinking of bringing a motor out here also. Trusting to hear from you by return.
A Sikes, Ceylon.
It is certainly very unfortunate to be landed in a country with a motorcycle where petrol cannot be got. The only substitute that can be used is benzine or petroleum ether, or a mixture of alcohol and benzoline might he tried—Ed.”

“A QUEER TYPE OF MOTORCYCLE. The Rugomobile motorcycle is a strange looking production from the United States. The frame is not built of tubes, but appears to be constructed in the main from angle iron. The motor, which is 3hp, is mounted in between the tubes in an inclined position, and drives on the rear wheel pulley through a 1in flat belt. No pedals are fitted, and the motor has to be started up by means of a crank. Before mounting the machine the rider depresses the jockey pulley, which sets the machine in motion, and then he jumps into the seat—this, by the way, being an upholstered one, and not an ordinary bicycle saddle—the brake is applied with the left foot.”

“MAURICE THÈ’S RECORD time at the Paris Buffalo track is doubted by his colleague Lamberjack, who denies that 10 kilometres can be done on a motorcycle at the place in 6min 32sec, He offers £20 if Thè repeats the time, and a fresh race under strict control has been arranged.”

“SIR,—WE NOTICE THAT a lot has been said and written anent the results achieved by the motorcycle section at the Westerham Hill climb, and the advisability or otherwise of allowing pedalling in such tests. We think we are correct in stating that the idea in organising these trials is to ascertain the exact capabilities of a motor-bicycle of standard type as sold to the public; but this fact seems to have been altogether overlooked by most of the manufacturers with the result that motors of high power and very low gears were used. As at present there is no law forbidding motor bicyclists pedalling up steep gradients, we fail to see why the rules governing the hill tests should debar a rider from the ordinary conditions that pertain when touring in the usual way. The general rider does not require a freak, but a handy mount that will give him good results under all reasonable circumstances, and one that does not fatigue him with a lot of unnecessary vibration. The Ormondes used in the Westerham climb were standard machines in every respect, and the fact that none failed m the ascent says something for their consistent behaviour.
A Goodwin, The Ormonde Motor Co.

“WE ARE ABLE to give the following general particulars of the special four-cylinder racing motor-bicycle made by the Clement-Garrard Co, and of which some big things in the way of high speeds are expected. Considering the power of the motor—12hp—it must be admitted that the design is both mechanically good and symmetrical in appearance. It will be observed that there is an intermediate shaft driven by a large gear wheel on the motor shaft, and from a pulley on the intermediate shaft a belt drives on to the rear wheel. The design of the motor has many features in common with the smaller Clement motors, notably in the valve gear. Ignition is effected from one coil, having four high tension wires leading from it to the four sparking plugs. The four-way contact breaker is on the far side of the motor shaft. The accumulator is carried in a case supported near the handle. bar, and the petrol supply tank is fixed between the two horizontal tubes. No pedals are fitted, and presumably the rider starts up the machine by running along with it and vaulting into the saddle.”

“A CAPITAL PROGRAMME of motor cycle events was run off at the Memorial Recreation Grounds, West Ham, on Saturday afternoon before about 6,000 spectators. An excellent entry was obtained for the 10 mile motorcycle handicap, but undoubtedly the sensation of the meeting was Martin’s attempt on the five-mile record. The weather was quite ideal for making records, there being practically no wind and the sun not oppressive in the least. The track is a. fine one of cement, three laps to the mile, and banked up to 9ft 6in. At 3.45 Martin, having got well under way, flashed over the line and began to reel off laps at a sensational speed. The first mile he covered in 1min. 19⅖sec, being 4sec. better than record. The second mile he also covered in ⅕sec less, and the full distance of 5 miles in 6min 44⅘sec, beating the record by no less than 39sec. This feat is an excellent tribute to the rider’s nerve and skill and the excellent workmanship of the Excelsior motor-bicycle. In the 10 miles handicap there were 14 competitors. Leonard rode a new Werner of 2¼hp, and Van Hooydonk the latest Minerva, and in contrast one competitor mounted one of the old front-driving Werners of 1¼hp. A remarkable race was witnessed in one of the heats between Moyle on a De Dion tricycle and Barnes on a Mitchell motor-bicycle. These two kept close together lap after lap, but Barnes at last got the inside position only to be overhauled by the De Dion rider in the next lap. The judges, however, decided that Moyle had fouled Barnes and disqualified him, otherwise this proved the best race of the afternoon. The winners of the heats were Leonard, Hooydonk, Barnes, and Martin. The small powered machines had not much chance, Martin and Leonard simply leaving them standing. The final was won in the good time of 16min 46sec by Van Hooydonk, with Martin second and Leonard third. The new Minerva motor is certainly a very speedy one and showed up to advantage. Bert Yates, on a chain driven Humber, started well, but the motor failed after a few laps and put him out of the race. Chase, on his 8hp Soncin, did not materialise. A contest between him and. Martin would have proved interesting.”

“THE RIPLEY POLICE have certainly got it bad. Messrs Griffiths, of London, and Simmons, of Addlestone, were recently fined £3 and costs each at Guildford for travelling at over 20mph, and every week this goes on. It appears that in this village the energetic sergeant has a portion of road measured out and is continually on the watch to catch the unwary motist. It seems curious that the police should have nothing better to do.”

“THERE IS TO BE SEEN at Messrs Tangye’s depot in Queen Victoria Street, London, a relic that cannot fail to be of interest to students of motor history. The model is the actual little road locomotive invented and made by Wm Murdock, the well-known assistant to James Watt. This machine was the first one that ever. ran in England. The date of its construction is, as nearly as can possibly be ascertained, 1781. The model, which is in excellent preservation, possesses some very interesting features in its construction. Murdock’s model remained but a curious toy, which he took pleasure in exhibiting to his intimate friends, and after his death it was kept by his descendants until 1883 when it was purchased by the present owners, Sir Richard and Mr. George Tangye.” [The story included a detailed description of the model as well as Watt’s reaction. That clearly belongs back in the 18th century; you’ll find it in 1784 with a pic of a full-scale working version made in Redruth by the ‘Murdock Boys’ and dubbed The Murdock Flier. Did it work? Damned right it did—Ed.]

“AT PRESENT THE NUMBER of motorcycles in India will probably not exceed half a dozen, but there is good reason to anticipate a large demand from this quarter of the Empire ere long. The number of cyclists increases each year with marvellous rapidity, and the majority of them are of the class who could well afford to purchase motorcycles.”

“THE ILLUSTRATION ON THIS page shows the latest kind of motorcycle pacer, which has been used on the Parisian racing tracks the last few Sundays. The machine has attracted great attention, and it contains some novel points of great interest. The illustration gives a good general idea of the construction, which some may call fantastic, but it is useful for its purpose. Until now the highest cycle speed—and for cycles this machine will act as pacer—reached 67m (41¾ miles) per hour, and when well paced about 55 miles. Hitherto the pacing motorcycles were ordinary machines, with up to 2½ hp, whereas the new pacer develops 8hp, although its full speed is never likely to be required. ‘A’ in the illustration is the petrol or alcohol tank, and ‘B’ contains the lubrication oil with the pump ‘C’. The motor, ‘D’, of the Soncin type, has a 6in pulley, ‘E’, which engages the driving pulley, ‘F’, on the rear wheel. The gas is supplied to the motor by the spray carburetter, ‘G’, and the spraying dimension is about one inch. ‘H’ is the induction coil, and ‘I’ holds the accumulators. The electric current controls the speed of the machine, and is in connection with the foot rests, ‘K’, of the driver. This foot rest, if pressed, switches on the current and holds or stretches the flat driving belt, and thus lets either the power of the motor drive at will, or, by allowing the belt to slip, reduces the speed gradually.”

“THE 8HP DE DION MOTOR-bicycle, to be used for record breaking and pacemaking purposes. Ungainly and heavy though this machine appears, there seems to be no question about its speed capabilities, which are confidently expected to be something in the nature of a sensation during the trials which are to take place shortly. It will be observed that the machine follows to some extent the lines of the pacing motors used in the recent races in Paris. The huge, air-cooled motor is set in the centre of the frame and connects the two main tubes by brackets rigidly bolted to the crank case. The carburetter can be observed just alongside the diagonal tube, with its supply pipe from the petrol tank, and the warm air intake comes close up to the radiators. The electric ignition is of the standard De Dion type, the batteries being carried in a case slung from the top tube, and the coil is fixed in front of the steering socket. The rider sits right behind the centre of the back wheel on an extension from the back fork end and the diagonal lug. On this extension tube the speed-regulating levers are mounted. The cylindrical petrol tank is seen clamped to the top tube. A striking feature of this machine is the huge back tyre, made immensely strong to take the driving strain and lessen vibration. The steerer is much lighter and smaller in section; both tyres are Dunlops. The drive is by means of a 2-ply fiat leather belt, and the pulley ratios are about 2½ to 1. No pedals are fitted but rests for the rider’s feet are provided. This machine Is expected to do 50-60mph.

“THE MAJORITY OF THE motor-bicycles used for pacing in the States are fitted with 8 or 9hp De Dion engines. One of the fastest machines in America is a tandem used by Walthour, the Southern rider, and this is the same machine that was used by Chas H Metz in the Long Island motor-cycle contests when he rode a mile in 1min 10sec—a world’s record. It will not be long before the mile is accomplished in 60sec if powers go up as they thy done. Another interesting fact is that the gears are extraordinarily high, ½ and 3 to 1 being usual on racing motors.”

“IT WILL DOUBTLESS BE NEWS to many students of motor engineering that there exists at the present time—and, in fact, in successful operation—a gas motor that possesses no ignition apparatus whatever. The motor is the invention of a German engineer, Herr Diesel. The principle of action of the motor does not in the main differ greatly from that of the four-stroke cycle engine so much adopted, but it is in the ignition of the charge that a new principle is involved. In the usual type of internal-combustion motor the mixture of gas and air is compressed up to 45psi or in some types of large motors even up to 80lb—high compression, as is generally known, resulting in economical running. This compressing of the charge raises its temperature, and it was this fact that gave Herr Diesel the germ of his invention. He came to the conclusion that if the compression was raised greatly, it would be possible to fire the charge by its own heat, as it were; but it was not found practicable to produce this high compression entirely within the cylinder itself…Instead, therefore, of drawing in the gas and air together and compressing them to great pressure, Herr Diesel compresses the air separately in the cylinder to about 500psi, and then, by means of a pump worked by the motor, he compresses more air to a still greater pressure. There is, therefore, a charge of compressed air in the motor cylinder and an outside charge contained in a reservoir. The compressed air in the cylinder of the motor is at a great heat—sufficient, in fact, to fire the oil when this is injected into the cylinder in the form of a fine spray. To get the oil into the cylinder, it has to be forced in by means of the highly compressed air that is contained in the reservoir. This sprays the oil through a series of small holes, and the instant it comes into contact with the hot air in the cylinder combustion at once takes place…A remarkable feature of this motor is that the crudest petroleum oils and naphthas may be used equally as successfully as the purified products. There is absolutely no smell or smoke from the exhaust, and the cost of running comes out actually less than one tenth of a penny per brake horse per hour.”

“A TYPE OF MOTOR that is coming to the front is that know as the two-cycle, or valveless motor. The action of the four-cycle motor which forms the standard pattern at present is pretty generally understood. In this form we only get one explosion for two complete revolutions of the crank, and in the two-cycle motor there is an explosion every revolution. There are ports constructed so that they can be opened and closed by the piston. When the piston makes an upward stroke the explosive mixture is drawn into the crank chamber, owing to the partial vacuum produced. When the piston moves down again the gas inlet is closed, and the charge passes into the combustion chamber through a by-pass port and is compressed and fired on the upward stroke. The explosion takes place, and drives down the piston and leaves the combustion chamber full of the spent charge. On the opposite side to the admission port is arranged the exhaust port, which is uncovered by the piston just previously to its uncovering of the admission port, so that the burnt gases escape. As the piston gets to the end of its stroke the admission port is opened and a new charge of gas enters; and as the exhaust is still open this charge would tend to escape, but a deflection plate fixed to the piston head prevents this. The cycle of operations is now repeated, the piston on the up stroke both taking in the charge and compressing it. The good feature about this type of motor is its comparative simplicity and the fact that greater power can be obtained weight-for-weight compared with the four-cycle type.”

“MR, PEDERSEN, THE INVENTOR of the Dursley-Pedersen bicycle, is turning his attention to the production of a light, powerful motor to suit his bicycle. It will have an impulse every revolution, and if it turns out as predicted, it will be less than half the weight of any motor-bicycle on the market at present. The influence of his remarkable frame is to be seen in the variety of cross frames, so-called feather-weights, which scale about 22lb. The Pedersen heavy roadster comes out from 15-18lb; this will be a boon to riders who object to pedal an unnecessary dead weight around. The motor possesses many novel points that will be in keeping with this weird machine. The erstwhile Danish dairy farmer certainly showed English cycle makers it was possible to produce a lighter yet stronger form of cycle frame than those in use, and we shall look forward to his motorcycle with much interest.”

“YOU HAVE ILLUSTRATED and described a two-cycle type of motor, for which several advantages are claimed…No doubt its simplicity is very fascinating, but there are several features which render it quite useless for cycle motors, in my opinion. In the first place, there is nothing to prevent the engine from running backwards in the case of a late ignition, which might easily occur when running slowly up hill—no for the the unlucky rider! Then again, the problem of lubrication would not easily be solved, as the engine would pump the crank case dry in a very short time. This would also entail constant trouble with the sparking-plug and also visible exhaust. I do not deny that this type of motor can be made to run, and run well, as a stationary governed engine. Such engines have bee made for years, both in this country and in America; but for motorcycles they are inapplicable, in my opinion, at the varying speeds and loads to which a cycle motor subjected.
‘SIMPLEX’.”

“THERE WILL BE NO motor races at Bexhill-on-Sea on Bank Holiday. The whir-whir of the motor will not be heard along the Marina and the fascination of watching the flying automobiles will be denied to the expectant visitors at the pretty watering place. Everything was arranged for the carrying out of a full and interesting programme, but on Thursday last, in the Chancery Division of the High Court, a decision of Mr Justice Farwell put a stop to the scheme. The case argued on that day was that of Mayner vs Earl de la Warr, and an injunction was asked for by the plaintiff to restrain Earl de la Warr from permitting motor races being held at Bexhill, on the ground that they interfered with the plaintiff’s enjoyment of his property, which, it seems, adjoins that of the defendant. Reference was made by plaintiff’s counsel to the motor races held on Whit Monday last, and to the large crowds present on that occasion. The racing lasted from noon till nearly six o’clock, and it was alleged that during that period it was dangerous to ride or drive along the Marina, for the noise of the cars was calculated to scare the horses.

“ALCOHOL IS PREFERRED TO petrol by the Continental military authorities for military motorcycles and cars, because in case of war petrol supply could be cut off, most of it coming from America and by steamers from Russia, whereas alcohol is a home product of the beet and the potato, always at hand.”

“ACCORDING TO AN AUTHORITY on the properties of petroleum spirits there would seem to be no reason why ‘Benzol’ should not answer better than petrol as the fuel for internal combustion engines. At present there is a considerable amount of discussion going on as to the advantages of using alcohol as a fuel. Benzol would not only be greatly superior to alcohol in results but it could be obtained far cheaper. In this country Benzol would be a native product which is not the case with petrol.”

“THAT THERE IS A GROWING demand for high-grade motor-bicycles from members of the medical profession there cannot be the slightest doubt. The ever-increasing amount of correspondence we receive from doctors seeking advice as to the selection of suitable machines goes to prove that they see in the motor-bicycle an almost ideal machine that will meet their requirements. Its handiness and simplicity of management are merits that medical men have not been slow to perceive, and in cases where a large country practice has to be dealt with it should form a much more convenient means of getting about than a horse and trap. Then, on the score of economy, the motor-bicycle occupied an infinitely more favourable position than the doctor’s carriage. In several of the letters we have received from. medical men they state that since becoming perfectly familiar with their motor-bicycles they have used them very largely in their practice, and have been able to get through a much greater amount of work than formerly, and at a minimum of expense.”

“THE USE OF THE MOTORCYCLE is rapidly increasing in favour with the medical profession, and there is no doubt that as a handy, economical, and convenient method of working a wide practice, the motor-bicycle is unequalled. The Singer Cycle Co sent the follow-ing extract from a letter recently received from Dr Crossley, of Burnley, which illustrates the great practical utility of these machines under the most adverse conditions: “Last Thursday I went up from here to Edinburgh on tricycle, arriving there about 9 o’clock, after a most enjoyable run. I got over Shap Fells in grand style, only having to assist the machine for a short time near the top. On Friday afternoon I rode from Edinburgh to Longtown. On Saturday I consider your machine went through a severe trial. The rain came down in torrents, in fact, it was so bad that in several places the stream had flooded the road, the small arches of the bridge being unable to carry through the quantity of water. For ten hours your machine plugged along, without so much as a misfire. I consider a machine able to accomplish such a severe trial impossible to beat.”

“THE SINGER CYCLE CO have received the following interesting letter from a doctor relating how be used the the motor-bicycle with effect in an urgent case: ‘I think in justice to your machine, I should tell you what it can do for the medical profession. This day week I saw a case of lockjaw in a boy. I wired to several places to see if I could obtain Behring’s serum and found I could only get it at a town 66 miles from here, but if it came by post or train I would not get it for 48 hours, when it would he useless; so I mounted the motor and rode off and accomplished the double journey in 5¾ hours and some odd minutes, so I don’t think you need say any more that your motor is only for strength and hill climbing. I am glad to say the boy is now on the high road to recovery, and this fact has had the effect of making several people take a very different view of motors.'”

“MY PRESENT BEESTON-HUMBER I have driven over 400 miles. On two occasions I went a distance of 50 miles without single dismount. This fact is valuable testimony to the all-round efficiency of the’ machine. Then with regard to detail: it is a capital hill-climber, devoid of that side-slip sometimes met with in other motorcycles; it is a steady and consistent runner; and the vibration, by a skilful distribution of parts, has been reduced to a minimum. The carburation never gives the slightest trouble. The timing gear is one of the most notable indications of careful design, and the electric ignition has never failed in its working. This arises from the fact that no nil is allowed to leak on to the contact breaker. Another good feature of the machine is the ease and rapidity with which the free engine can be stopped. This is especially convenient for those who have many calls to make, and who only travel short distances. It also obviates the danger which arises from frightened horses. Only one sharp pressure on the pedal is necessary to start again, and the motor responds immediately. With a little practice it becomes quite easy connect and disconnect the engine from the pedal—in fact, after a few outings the rider when required uses this means almost, as it were, unconsciously.
Medical practitioner.

“IT IS LIKELY THAT some who are reading Motor Cycling are hesitating whether to purchase a motor-bicycle or not, my experience may be of some use to them. After reading your first few numbers I came to the conclusion that these machines have now passed well beyond the experimental stage. Eventually I elected to purchase a 1½hp Excelsior. The machine was delivered soon after Easter, and since May I have ridden about 2,000 miles on it. As my district includes the Peak of Derbyshire, and ranges from below 100ft above sea to over 2,000ft I think I am in a position to express an opinion on the question of horse power. The conclusion I have come to is that if a man does not mind doing a little pedalling, 1½hp is quite sufficient. As a matter of fact, as a rule, if my machine fails to mount a hill it is because the belt slips, not because the engine ‘gets tired’. To show what a 1½hp bicycle will do, I may say that quite recently I have twice left my house, which is at a level of about 240ft, and made a run of over 70 miles; on one occasion going up to over 1,200ft, and on the other over 1,000ft. On the latter occasion I took a friend in a trailer about 60 miles, leaving him to wait for me while I went on my business which took me over the 1,000ft contour. I can thoroughly endorse the statement of your leader writers that the motor-bicycle is not anything like so liable to skid as the ordinary machine. I have ridden mine in all weathers and have had no difficulty on this score. To show how easy the machine is to manipulate, I may say I lent it one day to a fellow practitioner who had never been on one before. Between 3 and 6 o’clock he did a round of 28 miles and, I may add, he is a fine specimen from the Emerald Isle, weighing over 14 stones. Having thoroughly tested these machines I can recommend them strongly to all medical men who, like medical officers of health of rural districts, have long distances to cover. A word about the hygienic aspects of motoring: For the worried man and the brain worker who cannot lay aside his work, a rush through the air on a motor at top speed is invaluable for its exhilarating and tonic effects, and generally for sweeping away the cobwebs. The concentration required for managing a 1½hp motor when petrol is full on and sparking advanced, leaves no room for the mind to occupy itself with the cares and doubts of daily work. In conclusion, let me congratulate you upon your excellent paper to which I owe my adoption of this useful and enjoyable method of locomotion.
Sidney Barwise, MD Lond, BS.”

“GAMAGES’ LARGE CYCLE AND motor emporium on the Viaduct is just now very brisk indeed. At times quite a line of cars and motorcycles are drawn up in front. The motorcycle accessory department is growing, and it is a business to get served sometimes with the crowd of purchasers at the counters.”

“THE ENERGETIC CHIEF of the Paris Police has provided the chief officer of the cyclist detachment with a motor-bicycle so that he may economise time in paying his visits to the various stations throughout the city. Those who have seen him riding the machine say that he evidently takes a very broad view of the speed regulations. “

“SINCE ARNOTT DEMONSTRATED what the new Werner could do in the way of running long distances, thus proving its reliability, quite a little boom in these capital machines would appear to have set in. As showing the good work always put in the Werner engines, one often comes across machines of the old type that have been running three or four seasons and are not much the worse for wear.”

“SILENCER CUT OUTS are popular with some motorcycle matters in the States, and we believe this idea may be adopted by one or two of our own makers for next season. A silencer necessarily reduces the efficiency of the motor slightly, and it is claimed that with small power motors especially it would be an advantage to be able to exhaust straight into the air and get the extra power for hill climbing when necessary, although the silencer would be employed when on average roads and passing through towns.”

“THE STEEL ROADS COMMITTEE of the Automobile Club of America is going ahead with its work, which is to put down steel tracks in the city and suburban roads of the States. Steel plates 12in wide will be laid on foundations of broken stone…Mr Schwab, the steel king, is furnishing the material for a mile of the proposed road.”

“THE CHICAGO MOTO-CYCLE CO, 107, Madison Street, Chicago, Ill, are making an engine which can be used as an oil engine or a hot air engine. Either paraffin or petrol can be used as a fuel. This is an internal combustion engine without any carburetter or vaporiser, no water cooling and no electrical apparatus for igniting the charge. The makers claim that it cannot overheat, and that the charge cannot ignite too early or too late. Working as a hot-air engine, heat is applied to the bottoms of the cylinders, air is taken in and compressed in the cool upper end of the cylinder and then transferred through a separate passage to the heated end, where it expands and forces piston outwards. When used as a petrol engine the torch which heats the cylinder end also serves to heat the coil through which the petrol passes. An impulse is obtained at every revolution, the spent gas being forced out completely upon the return stroke of the piston. The charge explodes, not against a tight-fitting ring packed piston, but against a sliding displacement block which is loose and will not bind if it becomes heated. Each cylinder is 2×4½in, and the engine and fly wheel weigh 280lb. It will develop 5bhp at 500rpm. The Caloric engine is a radical departure in internal combustion motors and bids fair to become an important factor in motor building.”

“AS WAS GENERALLY ANTICIPATED the motor road race which came off on Thursday last on Belgian territory was a great success, for which the Automobile Club de Belgique may well be proud. The idea, which was entirely a new one, quite caught on; and there is not the slightest doubt that the innovation will be repeated as often as a proper course can be selected, as it does away with all the bother of ‘neutralised [non-racing] sections’, and, as a result, calculations in which everyone, promoters and competitors alike, gets lost. The idea was as follows: A good, quiet stretch of road was selected in the shape of a ‘circuit’, starting from a town named Bastogne and coming round there again; said circuit being 65km (53 miles) in length. The race comprised six times round, or 358 miles in all without a stop. The success of the idea is shown by the fact that the event attracted 76 Entries, out of which there were 56 starters including all the best Belgian and French chauffeurs, also several English and German motists…In the afternoon, after the heavy vehicle contest, a race (twice round) was held between motor-tricycles and bicycles, resulting in an easy win for Osmont, in the first category, and Derny in the second. List of Placings: Motor-Tricycles (2 Laps): 1, Osmont (Dion-Bouton), 2hr 53min 18sec; 2, Joostens (Korn), 3hr 8min 45sec. Motorcycles (2 Laps): 1, Derny (Clement), 3hr 0min 47sec; 2, Arnott (Werner), 3hr 36min 57sec; 3, Masson (Clement), 3hr 43min 52sec.”

“HEB (MANCHESTER) RECENTLY purchased at a sale of cycles an old-fashioned 1897 tube-ignition Werner motor-bicycle. He has managed to get it to run at 12 or 14mph on a good level road, but he understands that electric ignition could be fitted and this would improve its power very much. Could we give him instructions how to proceed; he has a lathe and plenty of tools. We regret that we could not spare the space to do this at present, but we should advise him to study pretty closely the way the ignition is fitted on an up-to-date motor, and he should be able to work the details out for himself.”

“THERE HAS BEEN SOME misapprehension lately as to whether the Automobile Club controls motorcycle events. If pedals are used after starting the competition will be under NCU rules; but if pedals are not to be used the competition must be held under Automobile Club rules, machines and drivers registered, and the competition rules of the Club in all respects complied with.”

“MANY MOTORCARS ARE now being fitted with a dust and wind screen, which consists of a celluloid window fixed upright on the front of the car. With this fitted, there seems no necessity for the occupants of the car to wear hideous face masks.”

“IT HAS BEEN DECIDED to form a motorcycle club in Liverpool, where there is plenty of scope for such a step. Local riders wishing to join should communicate with either Mr WJ Kirkland, 11, Lord Street, Liverpool, or Mr Lancaster, manager for Alldays and Onions, Renshaw Street, Liverpool. It is the intention to form the club solely for motorcycle riders.”

“A FINE ‘GATE’ WAS attracted to the Memorial Grounds, Canning Town on Monday, where the Thames Ironworks C&AC carried out an excellent programme including cycling and motor cycling races. In the five miles motor handicap FW Chase, on scratch, did a grand performance, covering the five miles in 6min 10sec., which is record for standing start. In the course of the race he covered a mile in 1min 9⅖sec. H Martin. 30 yards, was second, a lap and a half in the rear; HA Collier, 1 min., third. Chase afterwards did a five miles spin, flying start, in the world’s record time of 5min 50⅗secs., which was 54⅕sec less than his previous best of 6min 44⅗sec. In the five miles scratch Chase was a non-starter, and the event fell to H Martin, who won nicely from HA Collier, time 7min 3⅖sec. During the afternoon AA Chase, paced by his brother on his motor-bicycle, broke his own record, covering the five miles, flying start, in 7min 7⅘sec.”

“THE PRINCEPS MOTOR-BICYCLE, made by the Princeps Autocar Co, Northampton, is a machine possessing many distinctive features in its construction, and, moreover, one that is symmetrical and compact in its design and of moderate weight. The special features are the chain drive, clutch transmission, and a free engine at will. The motor is placed in an inclined position inside the frame and is rigidly clamped by the crank case to the main and diagonal tubes; there is also an extra clamp from the top of the cylinder to the main down tube. This system strengthens the frame and relieves any strain on the bracket joints. The power claimed for the motor is 1¾hp. Special radiators are fitted to the combustion chamber for offering the maximum cooling effect to it and the valves, and also to keep the heat as far as possible away from the rider. The crank case has no sharp corners and presents a neat and smooth appearance. The silencer is an efficient double-chamber type and is seen fixed parallel to the down tube. The transmission of power from the motor to the rear wheel is by a roller chain running on to a large diameter chain wheel screwed on to the hub. A carefully designed cone friction clutch is interposed between the motor axle and small sprocket, and this counteracts any shock or strain being transmitted when the motor is running at a slow speed. A lever passes down from the horizontal tube to the clutch. This is for throwing the clutch gradually into gear, and allowing a certain amount of slip when starting and full engagement when speed is attained. Another advantage is that a complete disengagement of the

clutch allows the engine to run free when coasting hills or in traffic, and also enables the engine to be started before the rider mounts if so desired. This is readily done by putting a turn or so of stout cord round the drum and giving it a smart pull. As the engine can be thrown out of gear no exhaust lifter is necessary, simply a compression tap, for starting…The female part of the clutch is secured to the engine shaft. The male part, carrying the chain wheel, is held in engagement by a spring, the base of which is seated on a ball bearing. Disengagement is effected by means of a lever operated by a handle on the top tube of the bicycle. The movement of this lever influences the full or partial engagement of the clutch, and a slip drive or a rigid drive is perfectly under the control of the rider. When the handle is pushed over to its furthest extent the engine is thrown out of gear and runs free…In addition to the front rim brake a Bowden rim brake is fitted to the back wheel and is actuated by a lever on the right handlebar. The carburetter is a very efficient form of the surface type, but a spray carburetter can be fitted when desired. A good supply of petrol can be carried, and float indicator is provided. Lubrication of the motor is effected by means of a small force pump. This is fitted in a small detachable reservoir fixed to the side of carburetter tank, and can be used whilst the machine is running…An actual trial of the machine proved that it justifies the claims made for it. It goes up hills well, and for a chain driver it is very free from vibration. The speed can be regulated by the mixture and throttle valves and spark advancer. The Princeps Co add: ‘All through the past season our machines have been fitted with, not a starting handle, certainly, but a leather starting thong if the engine to be started before the rider mounts, if desired. The thong has an advantage over the handle in that it can be carried in the waistcoat pocket. We have not discarded pedals in any standard type, but with our free engine fitments and variable gear we have proved that they might be dispensed with, as we have ridden long distances only using the pedals as footrests. We should have offered a machine this year without pedals, but for popular prejudice. We were the first makers to put chain-driving on the market commercially, the first to provide a free engine, the first to fit a compensating chain wheel, and now we are the only makers fitting a variable gear and free engine for belt drive. We have therefore done our share in overcoming popular prejudice, and we shall leave the abandonment of the pedals to the public.’ I made a point of seeing their new variable gear pulley at the Show, and was so struck with its simplicity and apparent efficacy that I decided to specify it for my 1903 machine. The principle is very simple. One side of the V-shaped pulley is fixed to the axle shaft, and the other side can be moved outwards relatively to it to the extent of nearly half-an-inch, the movement being controlled through Bowthn wire mechanism. When the two parts of the pulley are close together the belt is forced to ride high up in the groove, and this gives the gear, whilst, by gradually opening out the gear can be lowered.”

“FROM THE ILLUSTRATION [below] it will be fairly clear how an ordinary cycle can he attached to the rear forks of a motor-bicycle, thus making a tandem or forming a convenient trailer. The width of the rear hub of a motor-bicycle is generally greater than the front forks of the cycle, hence it will be necessary to have these set out so as to fit over the axle ends. It would also he an advantage to strengthen the fork ends, as the connection must be perfectly rigid and secure at this point.”

“THE ILLUSTRATION SHOWS Mr Van Hooydonk’s latest New Phoenix tandem with drop rear frame. The motor is 70x70mm and is set vertically in a loop of the bottom tubes. The pedal gear chain passes under a ball bearing jockey pulley so as to be clear of the contact breaker. Extra large petrol capacity is provided. The control levers are fixed in a convenient position forward on the top tube. A Bowden brake is fitted to the rear wheel and a powerful rim brake on the front. The transmission is by a twisted hide belt; a guard is provided so as to clear the dress of a lady rider. This is a type of machine that, in our opinion, should become very popular.”

“THE MOTOR TANDEM MADE by GF Heath and Co., 123, Holloway Head, Birmingham is fitted with a 2hp Werner engine with patent friction clutch and will take two riders 24 stones weight at over 25mph. It will climb hills very well and is faster than many motor singles. The steering is good, and it is quite easy to ride hands off. The long wheel base renders it very safe on greasy roads, and it is a very convenient type of machine for a lady to take the rear saddle. In fact, the makers claim that a lady unable to ride a bicycle has done several hundreds of miles on one of these machines.”

“THE RESULT OF THE FIRST motor-bicycle endurance contest between Boston and New York, and got up by the Metropole Cycling Club of New York over 254 miles, will undoubtedly have an important bearing on the movement in the States. There were 32 machines entered, and of these 17 succeeded in reaching Hartford, just half way, and of this number 13 got in to New York. The roads were in a most unfavourable condition, and a number of the competitors had to discontinue owing to damage to their machines through falls. As might have been expected, the successful machines were those made by firms who had plenty of experience and were first in the market. The general opinion is that the test was a successful one, and the winning machines will get an excellent advertisement. The competitors represented all the well-known American types. Seven riders went through without losing any points at each control. These were GM Holley (2¼hp Holley), GM Hendee (1¾hp Indian), GW Sherman(1¾hp Indian), 0L Pickard (1¾hp Indian), NP Bernard ((2¼hp Columbia), LH Roberts (3hp Orient) and WB Jameson (3hp Orient).”

“AFTER MANY EXHAUSTIVE experiments Clement-Garrard have adopted a really efficient two-speed gear and chain drive. With this fitted, their small touring motor is capable of climbing steep gradients as easily as a much higher powered machine. It will be observed that the motor is fixed in the standard Clement position, but instead of driving by a belt on to the rear rim, a chain runs from a sprocket down to the two-speed gear and compensating device which is fitted just past the bottom bracket. The wire for changing the gear passes to the seat pillar, and then along to the forward end of the top tube to a finger lever. A spring compensating device is also arranged within the two-speed gear to take up the shock and vibration of the engine. Instead of a belt, another chain runs from the two-speed gear to a large chain wheel on the hub of rear wheel and on the opposite side to the pedal drive. The go-ahead firm have something excellent in their new two-speed gear. It is remarkably compact and efficient, and will enable a spring compensated chain drive to be adopted, thus getting the advantages of the belt and chain. Moreover, no setting out of the rear stays will be necessary, because the chain drive will run from the crank to the back wheel sprocket on the opposite side to the pedal drive.”

“THE CONSTRUCTION OF MOTORCYCLES becomes more and more original; heavier frames and more powerful motors are used, not only to quicken the speed, but to improve the construction and to facilitate riding over rough roads. The Davis motorcycle carries its motor much more to the front than is usual, mainly to balance the weight over the whole frame. The frame is a little larger than that of an ordinary cycle, making the handling of the machine easier when turning corners and going downhill. The construction of the frame is calculated to easily bear all strains, and the resistance and shocks of rough roads are met by a specially devised double front fork which will prevent any breakdown or accident caused by a strain on the front part of the machine. The Star motor No 3 is larger thin other motors of the same make and has two effective horse power. The motor has three handles, one for the air regulation in the carburetter, the other for advancing or retarding of the electric ignition, and a small one for the exhaust valve for starting and stopping the machine. The motorcycle’s weight when fully equipped is about 98lb, and the maximum speed to be obtained is 37mph. The cycle will run up and down hill without assistance of the pedals, which have only been retained to start the engine. The vertical motor has a cylinder bore of 2¾in and makes 1,500rpm. The ignition is electric; the electricity is supplied by an accumulator which finds room besides the petrol and lubricating oil tanks. The rear part of the motorcycle is fairly free, and can be made useful for carrying a considerable amount of luggage. The motor is nearly silent when running, and the machine can be easily stopped by means of two strong brakes—an ordinary handle lever brake in front and a Noel band brake on the rear wheel. The machine is a typical French motorcycle, speedy and comfortable; its constructors are Messrs Felix Fournier and Knopff, 103, Rue Lafayette, Paris.”

“I GOT THE MOTOR FEVER early in the year. I tried first a 2hp Rex, which I found a very well designed machine and stable to ride but still not quite powerful enough for my weighs —13½ stones—on our steep hills, many of which are 1 in 8 and even 1 in 5. I next bought a Quadrant, which I found was an excellently made machine, but its narrow pulley and rawhide BELT seemed to handicap it for our stiff roads, although on average roads it ran very well indeed. Not being able to get a 2½hp Quadrant nor any other English make for several weeks of sufficient power, I bought an Orient, with a 2¾hp actual Astor engine, from the Remington Automobile Agency, in London, and then my real pleasure began. I have now accomplished nearly 3,000 miles on it, chiefly with a trailer attached, and it has not once failed to bring me home in proper style; a nicer finished, more rigid, or better designed machine I have not seen. I had to get a less pulley on the engine, the pace was more than I could stand; this, too, gave me still more power on the hills. I have lent the machine to a good many people who never rode a motor before, and they without exception managed it straightaway and without trouble. I am now like a boy at school who had the plum cake sent, and I have many friends. Not a screw, nut, or any part of the machine has given me any trouble. In 19 out of 20 times it will start well out of the shop, and it has a spray carburetter fitted. The drive is by means of an inch-wide flat belt on flat pulleys, and if the belt is kept properly tensioned and nicely dressed with castor oil it makes a splendid elastic drive; a jockey is seldom required, although an excellent one is fitted; a few drops of Venice turpentine on the belt ensures a certain drive on the wettest roads. The actual amount of petrol used is one gallon for 60 miles with trailer on hilly roads, or 75 to 80 without trailer, and on comparatively level roads 10 miles might be added in each case. A good deal of nonsense is talked about side-slip; I have ridden over wet limestone roads, which are as slippery as an eel, and over wet sets, and I have not found the Quadrant, Rex or Orient any more difficult to keep up than an ordinary cycle.
Thos H Harper, Settle, Yorks.”

“SIR,—AS I HAVE BEEN USING a 2¼hp De Dion-engined machine for the last year of so, on which I have ridden just on 5,000 miles, I thought you might like to hear my experience. The machine in question has De Dion engine, 2¼hp and carburetter, and is driven by a twin roller chain, geared by 5 toothed sprocket to 36 toothed rear wheel. The country about here is very hilly, and in the spring I was riding a great deal round Dolgelly in Wales, and could climb most of the hills there. When the engine is just going to refuse I jump off, and the machine pulls me to the top while I walk alongside. The machine has no pedals. It will do anything from 3-36mph. But with regard to high-powered motor-bikes, my opinion is that the extra power is wasted on the level (unless you have a strong head wind), because it is unnecessary. In my case the weight is also a handicap when going uphill. With a two-speed gear, of course, all this would be to great extent rectified. The extra weight when going fast on the level also adds rather to the vibration, but if I had larger tyres fitted this would, I think, stop. With a good roller chain you never, unless driving very, very slowly, say uphill and with full gas, feel the impulse of the motor.
‘Salopian’.”

“SIR,—I SAW A LETTER in a recent number of Motor Cycling from a reader signing himself ‘Pietermaritzburg,’ Natal, to he put in correspondence with a maker who anticipates manufacturing steam bicycles…I am shortly placing on the market a steam tricycle which I have designed and built, and which I am now giving a thorough test over all kinds and conditions of roads. I have already covered about 300 miles, and it has given very good results indeed; but I am going to give a thorough test to put the thing beyond dispute, as regards speed, power, steadiness and silent running before placing same on the market. I have also under way an idea for a steam motor-bicycle, but this is only in an experimental stage as yet…I consider a tricycle better than a bicycle under the conditions ‘Pietermaritzburg’ states—rough roads, etc.
W Bravery, Upper Grosvenor Road, Tunbridge Wells.

“VERY LITTLE HAS BEEN heard lately of the Wydts catalytic ignition which was to have ousted the electrical system. Evidently some practical difficulties have got in the way of its application. But some particulars are to hand which would seem to show that at least one experimenter on motor matters in France has got a successful catalytic ignition and is reputed to have run 2,000 miles with it fitted to his motor. The arrangement he adopts is a remarkably simple one. He places across the points of the sparking-plug a very small spiral of fine rhodium-iridium wire. A small dry battery is connected up to the spiral and a switch is provided for cutting off the electric current as soon as the motor is started. The current raises the spiral to a white heat and this fires the first charges, and the current is then cut out and the spiral automatically becomes raised to a white heat by the compressed gases at each impulse stroke.”

“A 14HP MOTORCYCLE IN charge of the sprinter, Marius Thé, covered the distance of 300 metres on the Paris Buffalo track, in three-fifths seconds. The speed amounts to 93km 10.3m—58mph—and is a record speed for motorcycles. Demester held hitherto the record for the distance with 52sec per heat—56mph—which were ridden on a less powerful machine.

“THE FAMOUS COLUMBIA branch of the American Cycle Manufacturing Co have made a big hit with their motor-bicycle. The works cannot keep pace with the demand, although 600 hands are employed working full time, and the machines are sold as fast as they can be turned out. The Columbia bicycle has perhaps the best reputation of any make in the States, and their motor-bicycle ought to be a good machine.”

“A DIFFICULTY IS SOMETIMES experienced in getting the tyre cover off the wheel in the event of a puncture, for the simple reason that it is not always possible to turn the machine upside down, as can be done with an ordinary pedal cycle. To get over this it seems that something in the way of an extremely compact and telescopic stand must be brought out by some of our accessory firms. It need only be sufficiently strong to jack the rear or front wheel off the ground and keep the machine steady, and enable the cover to be got off easily. Something made in steel tubing and which could easily slip on the axle ends and. above all, not be heavy or take up much space, should have a good sale.”

“THE IDEAL MOTORCYCLE is made by W Bravery, Upper Grosvenor Road, Tunbridge Wells. The motor is 2hp with Simms-Bosch magneto ignition and timing lever. A special form of corrugated non-slipping pulley is fitted, and spray or surface type carburetter as desired. The frame is a new registered design, rigid and strongly built to stand vibration and the strain of the motor. The driving rim is well stayed to the rim of the rear wheel with eight arms. An efficient silencer is fitted to the lower forward part of the frame. One of these machines has been run 1,000 miles with excellent results. Automatic lubrication and petrol capacity for 200 miles is provided, and also good mudguards and brake equipment. The price complete is £42.”

“THE ROYAL MOTOR-BICYCLE as made by the Royal Motor Works Co, New York, possesses some novel features in its design and equipment. The motor has vertical V-shaped radiators of hollow section and open top and bottom. These are of sheet copper, brazed on to the cylinder, the idea being that the air is forced and drawn into the tubular radiators by the combined forward movement of the machine, and the tendency of the heat from the motor to rise and create an up draught, hence an excellent cooling effect is obtained. The seat post of the frame branches out into four smaller tubes, and these form a loop and reunite at the crank bracket. Inside the loop the motor is well clamped. The transmission of power is by a pinion reducing gear, and thence by a chain on to the rear sprocket. The clutch is fitted at the crank bracket. The petrol tank is of curved shape, carried over the rear wheel. The spray carburetter—or, as it is termed in the USA ‘the atomizer’—is placed vertically just behind the top of the motor cylinder. The pointer seen on the front is for regulating the supply of petrol, and it is claimed that once this is set it is unaffected by atmospheric changes or road vibration. Low grades of petrol can also be used. The silencer is made on quite a now principle. It consists of an iron tube 12in long and one inch in diameter, projecting outwards from the exhaust chamber. It is closed at one end, and is drilled throughout its length with small holes, then over these iron or nickel wire is wound. The gases have that to sift their way through between the coils, and thus a very effective dissipating of the pressure and silencing is obtained. The batteries (dry cells) are carried in a long cylindrical case fixed to the down tube, and the induction coil is placed right below this. Controlling is effected by the two levers set forward on the horizontal tube; one is for hiring up the exhaust valve for starting or pedalling, and the other for advancing or retarding the ignition spark. The switch is in the left-hand grip of the steering.”

“RAB (Doncaster) invites further experiences with the Werner surface carburetter. Mine has run remarkably well for two seasons and is made as follows: Round the gauze box are two folds of the ordinary packing cloth, over this are two folds of the sponge cloth used for cleaning bicycles. To prevent air getting in at the top a piece of ¾in-wide tape is tightly bound. In warm weather this runs well with half inch of petrol in the carburetter only; in cold weather this is generally one inch deep, and I have started away with a sharp frost, the warm air not coming into operation for 100 yards or so. I am never troubled with stale petrol; the machine starts off at once, even after standing a week. My machine is now in its third season and running splendidly.
TF Hunt.”

“WG (CHELSEA) IS ABOUT to place an order for a Minerva engine to be fitted to a BSA frame, and wishes to know if he is safe in doing so. He requires the machine for Kentish and Surrey roads, and to draw a trailer occasionally. We think WG will find the combination excellent, but it would be well to get the 2hp engine if the roads are hilly. The vibration of the higher power would not be noticeable to any extent.”

“RA (REIGATE HILL) IS SERIOUSLY thinking of building a steam motor-bicycle or trike if practicable. He intends the engine to be a two-cylinder one of 3bhp so as to be able to draw a trailer if required. He asks what would be the best dimensions to make the boiler to work at 200-250 psi, and also would it be necessary to condense on the road? We have not sufficient data at hand to give exact dimensions, but would think that a boiler on the lines of a small locomobile steam car, and about half , would be suitable.”

“ONE OF THE FIRST QUALIFICATIONS which it is necessary for the successful reporter on the daily Press to possess is that of a vivid and never-failing imagination. Given that, little more is needed beyond pencil and paper. In the recording of cycling accidents the reporter’s imagination has displayed a conspicuous part, and the scare heads supplied by resourceful sub-editors have brought into horrifying prominence mishaps which mature consideration has proved to be trifling in the extreme. It is only to be expected, we suppose, that these budding geniuses should now direct their attention to motor cycling, and it is not altogether surprising that they should find in the new pastime an abundance of material for their prolific pens. We have before us as we write a copy of a Yorkshire paper, in which the Harrogate camp doings are reported at some considerable length. One of the competitors in the motor bicycle race had the misfortune to collide with the railings at one of the corners during one of the motor events, and he suffered somewhat severe injuries in consequence. It was an extremely unfortunate spill and greatly to be regretted, but the paper mentioned goes to absurd lengths in its fictional report of the occurrence, as may be gathered from the following extract: ‘Mr. Harvey failed to get round, was pitched against the railings, and left literally hanging over. A groan literally went up from all round the enclosure. Everyone was horrified. A gentleman sitting on the front row of the grand stand fainted; a youth fell senseless right in the midst of his companions. This kind of thing was going on nearly all round the enclosure.’ Our special correspondent at the camp assures us that the fainting fits so graphically described did not come under his personal notice; nor did he hear one word about people falling swooning ‘nearly all round the enclosure’. It is really a great pity that these imaginative young men should be allowed space for their efforts at fiction in serious sections of daily journals. Such absolutely unwarranted flights of fancy do an immense amount of harm to a new pastime and a new industry, and are calculated moreover to cause an infinity of pain to the friends and relatives of those who may be involved in accidents of this nature.”

“THE HEWETSON IS A GOOD representative of that class of machine in which the frame has been specially designed to suit the motor, instead of the motor being fitted to an ordinary standard machine frame. This special frame is built of stout-section tubing; instead of a single main down tube a curved tube is used for the fore-part, and then there is a straight extension to the bottom bracket and an extra stiffening tube runs from the centre of the horizontal tube to lower main tube. The wheel base is of extra length, this tending to lessen vibration and chance of side-slip. The motor is a 1¾bhp by Laurin and Klément, mounted vertically in the forepart of the frame. It is rigidly clamped between the curved and vertical tubes. It is of the usual pattern air-cooled type, with inside fly wheels. The radiators, it will be noticed, extend the full length of the cylinder. The silencer is placed well below the frame, and is of an effective double-chamber type. A distinguishing feature of the machine is the magneto-ignition system employed. This is placed in an inverted position and is driven by an eccentric from the motor shaft. This magneto has been tested to fire at the highest speed the motor can run at. There is only a single connecting wire from the magneto to the sparking plug. The Mixing Valve is adopted instead of the usual type of carburetter, and the valve is connected direct with the petrol tank which has a capacity for 70 to 80 miles. The regulation of the gas and air mixture is effected by means of one lever fixed beneath the left handle of the machine; this same lever also effects the starting and stopping and regulation of speed. A tube projecting above the petrol tank is the air supply chimney to the vapourising chamber. The power from the motor is transmitted by a twisted hide belt…a small ball-bearing jockey pulley is fitted to the diagonal, and this can be adjusted easily. A band brake is fitted to the front hub, this is very powerful, but an additional brake can be adapted to the rear wheel if desired…The usual pedal gear for starting is retained, but it is very rare that it is necessary to assist the motor for hill climbing. Testimonials from riders go to prove that the motor is quite equal to taking a 13-stone rider up a gradient of 1 in 10. A flat rawhide belt drive can be had in place of the round belt when desired. Instead of the force-pump system of lubrication fitted to most other types of standard machines a simple lubrication cup is fitted into the crank case; this will take enough oil to last for a 25-30 mile run. The standard wheel size is 28x2in with Clipper, Dunlop, Clincher or Continental tyres of motorcycle strength. Thoroughly efficient mudguards are fitted and the bearings of the machine are of the best quality and dust-proof. It will be remembered that this type of motor-bicycle, known on the Continent as the Laurin-Klement, performed exceedingly well in the great race from Paris to Vienna, Rieger and Pseodnick riding these motorcycles filling third and fourth places respectively.”

“AN ‘AUTODROME’ WILL BE erected by the municipal authorities of Spa to permit the holding of motorcar competitions in summer and winter. The track will be 12½ miles long, and it will be situated near the old Roman town, the remains of which are to be included in the structure.”

“A MOTORCYCLE RELIABILITY and economy test is to be organised by the New York Motorcycle Club at Manhattan Beach track. A total stoppage of 10 minutes will be permitted to refill petrol and lubricating tanks. An important rule deals with pedalling. After starting no competitor will be allowed to pedal on more than three separate occasions, or to pedal more than half a lap at any one time. The track is three laps to the mile.”

“MR JB DUNLOP JNR HAS just completed a tour of 300 miles in Scotland on his FN motor-bicycle and drawing a trailer into the bargain. He found the machine ran extremely well the whole distance, and he had no need to adjust any part.”

“SOME MOTORCYCLE RACING was included in the Heckington Feast Sports (Lincs). The final of the three miles was won by E Heighton on a 2hp Minerva. At Spalding Bank Holiday Sports a two-mile motorcycle race was won by F Pogson; Dawson second; time 4min. 6sec.”

“A REMARKABLE CASE HAS just come before the Paris Courts of Justice in which two cyclists who had hitched themselves on to the rear of a motorcar with tow lines damaged themselves owing to the motor pulling up sharp, with the result that they dashed into the back of it. The cyclists claimed damages from the driver of the car. The judge held that it was entirely their own look out, and they were lucky in not getting killed.”

“SOME INTERESTING EXPERIMENTS have been made lately on the French roads in regard to abolishing the dust which is such an inconvenience for motists. The different systems tried consist of sprinkling on the road either petroleum or tar, and it is said that both are excellent as a preventive.”

“A MODERN TRICYCLE machine gun has been by a German motor manufacturer for the Norwegian Army. The 2¼hp motorcycle carries two men and draws a trailer on which is mounted the machine gun. The vehicle has been driven up and down very steep hills, and has given the greatest satisfaction.”

“THE PRIMUS MOTOR WORKS have just brought out what they claim to be a thoroughly successful two-cycle small-power motor for motor-bicycles. The motor is extremely simple and is entirely devoid of valves and gears, and fires at every revolution, and the 1¼hp motor, with 2in bore and 2in stroke. The engine only weighs 18lb; the makers say it can be fitted to any roadster bicycle with absolute safety. The complete motor set, weighing 34lb, can be obtained and fitted to the machine, if desired. It gives a speed of 25mph and is a fair hill climber.”

“THE LAMAUDIERE MOTOR-BICYCLE is a machine having an excellent reputation in France and on the Continent. The special feature about it is the motor which develops 2¼hp. This is built up as part of the frame, taking the place of the diagonal tube. A small crank case and large outside fly wheel system of construction is adopted. The drive is by a round belt on to the rear pulley and an adjustable jockey pulley is provided for tightening it. The ignition is the high-tension coil system and the accumulator is carried in a compartment of the petrol tank. A special type of brake is fitted to the inside belt rim and a rim brake is also fitted to the front wheel. The front forks are strengthened by an additional pair of tubes.”

“A LARGE CROWD ASSEMBLED to witness the sports organised by the Argyle Athletic Club. In the motor races the five miles handicap was won by B Yates on a Humber, with Shakespear on a Clement second. Time 9min 13⅖sec. The five miles scratch for all types and powers of motors was won by Garrard on a Clement Garrard 3hp motor in 8min 54sec. The five miles scratch International race for the Argyle Vase was open to all classes of motors, and the starters were Rigal, Garrard, and Yates. Rigal had difficulties with his motor, and the race lay between Yates and Garrard. At the bell Garrard forged ahead and won a very exciting race in 8min. 24⅖sec.”

“ON CORONATION BANK HOLIDAY (August 9) some excellent racing was witnessed at Home Park. Victor Rigal, the French champion, was unapproachable, winning all his races on his 10hp Buchet motor quite easily. The five miles handicap for light motors. (1½hp and under) was won by B. Yates on a Humber, S Wright (Excelsior) second, F Stones (Rex) third, time 10min 10⅘sec. The first heat of the five-mile scratch race open to all powers of motors was won with the greatest ease by the French champion, who lapped the field time after time; time 8min 31⅕sec. Philipstat was second and Yates third. In the final Martin was first away, but was caught by Rigal in the third lap, who won in the good time of 7min. 58⅖sec. The five miles scratch for light motors was won by Bert Yates on a 1½hp Humber. In the International one-mile scratch race the French champion won, with Martin second, in 1min. 41sec.”

“THE WELL-KNOWN CONTINENTAL motorist, M Favares de Mello, vice-president of L’Union Velocipedique Portugaise, has just accomplished a run of 336km—the distance from Oporto to Lisbon—on a standard 1¾hp Werner motor-bicycle, in the time of 11hr 26min 15sec. The roads were exceedingly bad and hilly, and proved a severe trial to the machine which, however, stood the strain splendidly. The time was officially checked, and it is believed that the Werner is the only machine to have successfully completed the course.”

“A CORRESPONDENT SENDS US a bona-fide account of a run which he thinks establishes a record in its way. Mounted on his 65-pounder Clement, he often manages to go 60 and 70 miles on one tank full (less than half a gallon) of petrol, but on a recent run he towed a friend on a bicycle for 60 miles, and had done 40 miles on the machine previously, thus actually getting 100 miles out of less than half a gallon of petrol. It reads almost impossible, but we are aware that some very long runs have been done on a single charge of petrol with these little motors.”

“AT THE INTERNATIONAL EXHIBITION of Sports at St Petersburg from May to September the Minerva motor obtained the gold medal for the highest distinction.”

“ONE OF OUR READERS sends us the following useful tip which he can vouch for as being effective. He had the misfortune to severely cut his hand with a screwdriver whilst adjusting his machine, and was at a loss to know what to do to stop the bleeding, when he remembered that vaseline was reputed a good thing, and as petrol is obtained from the same material as vaseline, he applied a rag soaked in petrol to the cut and, to his surprise, found it stopped the bleeding and, moreover, it took away all the pain and allowed him to finish his work. Another instance of the uses to which this valuable spirit can be applied.”

“MANY RIDER OFTEN TRY their machines before putting the belt on simply by putting on about half compression and giving the fly wheel of the motor a smart turn. If the right mixture is happened upon, the motor will start up with a single turn, and show that everything is in good order. We have tried this method with an FN and a Clement-Garrard, and found it worked very well.”

“EH ARNOTT, RIDING A 2hp Werner motor-bicycle, has covered 36 miles 342 yards in the hour on the Crystal Palace track. It was his intention to continue for long distance records, but heavy rain, added to a very high wind, combined to compel a postponement. The trip, including as it did one stoppage for the replacement, of the high-tension wire, indicates that under favourable circumstances the latest example of the Werner is certainly capable of putting in 40 miles within the hour.”

“SIR, PERHAPS THE FOLLOWING account of a run we made last week may be of interest to your readers, as showing the fine power and work that can be obtained from the small-powered motor-bike coupled to a trailer. Our entourage consisted of my machine, a King of Cambridge, fitted with a Kelecom engine, 1¾hp, spray carburetter, automatic lubrication, and combined exhaust lift and current breaker, a specially built trailer, rather on the heavy side, but with much comfort gained thereby, my brother and I, weighing about 12 stone each. So you see our entire outfit tipped the scale at a good figure. Leaving home at 10.30am, after a thorough overhaul and tank filling, in a few minutes we were passing through quiet, beautiful old Cambridge, out on the main road to Huntingdon. Clear of the town, our little motor picked up speed every moment, and on the fine stretches of road we buzzed along in fine style, running into Huntingdon about 11.30. Leaving it asleep in the sunshine, we swung out on to the big North Road for our run to Stamford, and then mile after mile into the heart of the summer sunlit country, with no stop except a pull through of the belt on a steep hill, nearly causing the death of a beautiful green snake, a fine big fellow, coiling himself across the road. Lordly Burghley Park on the right warns us we are near Stamford, and soon we are running up the cobbly, narrow streets of the town. A brief stay here, and then on again into beautiful, hilly, wooded Rutland, up and down hill, twisting in and out of lovely, shady, sweet-smelling lanes. A very steep hill marked ‘Dangerous’, the only one we encountered all day, down which we walk, and three more miles we are in Oakham, with its unique collection of historic horseshoes in the Castle Hall, then right through without a break to Melton Mowbray, where, I feel sure, at night the ghosts of hunters must neigh defiance at the motor. Turning here, we run back to Oakham for tea, and meet a Locomobile flying the flag of distress in the shape of a scorched boiler. A pipe here, a thorough look over all nuts and connections, and we are on the road once more for home. We refill our petrol tanks at Stamford, and with a beautiful sunset, and our engine running magnificently, we taste the full joys of our sport. Our run home was quite uneventful; some fine running, doing some miles in a fraction over two minutes, and a non-stop run of 40 miles, including slow-up through Huntingdon, in 1-45. The total mileage was 150, and the machine ran throughout magnificently, our one and only trouble being the belt, which we quickly put right.
Basil Gill.”

“MESSRS ERNST EISEMANN and Co, of Stuttgart, have constructed a novel electro-magnetic ignition which gives excellent results. A magnet inductor creates the electric power and half a revolution of the apparatus causes a flow of powerful sparks at the plug without the use of an interrupter. The charging of accumulators becomes superfluous and misfiring troubles are avoided. The firm constructs an elegant little apparatus of this kind for motorcycles which weighs about 7½lb and costs not more than the average accumulator ignition. The ignition works at any speed without auxiliary power and is sure to find a good reception by those who may have had difficulty in getting the best results with a spark coil.”

“THE MORRIS MOTOR-BICYCLE was placed on the market last season and met with considerable favour on account of its good design for 1903. Several additional good points have been embodied in the design. The motor used in a 2¾hp De Dion fitted well forward in the frame, which is specially designed with a loop in the main tube. The drive is by means of a Lincona belt. A. friction clutch is fitted on the motor shaft and this can be thrown into gear by a vertical lever fitted near the horizontal tube. A two-speed gear is fitted in the rear hub, and this is actuated by the small quadrant lever in the centre of the horizontal tube. A special device is provided for warming the air intake to the carburetter, giving perfect vaporisation immediately the motor starts. Extra strong forks are fitted, and there are two brakes, a lever front rim and a Bowden back. The controlling levers are placed in a convenient position on the horizontal tube. In addition to the belt drive the firm supply a special chain drive. The workmanship throughout is of the best, and the ‘Morris’ is a machine that should speedily become popular. A 1¾hp machine, same type as described, will be on the market shortly. The makers of this machine are Messrs Morris and Cooper, High Street, Oxford.”

“THE ENGINE DESIGNED AND patented by Mr J Barter of Luckwell Lane, Bristol, differs from other engine now before the public in that the timing cam spindle forms an integral part of the transmission gear, and is contained in the engine crank case. The general arrangement of the engine follows accepted practice as far as the cylinder, piston, etc are concerned, but the connecting rod has its lower end formed into pins which engage in two flywheels. Each of these flywheels, heavily weighted with lead, runs on a hardened steel pin which is secured to the crank case, and the crank pin end of the connecting rod couples them together. Each flywheel has a machine cut gear wheel pinned to it which gears with corresponding wheels of double the size on the timing cam spindle, and the drive from the engine is taken through these gear wheels to the small chain wheel or belt pulley, which is fixed on either side of the spindle outside the crank case. The timing cam is fixed to the spindle between the two gear wheels, and the spindle to the exhaust valve passes through a bearing in the top of the crank case. The advantages of this arrangement. are obvious, for in the first place the spindle, from which the drive to the back wheel of the cycle is taken, is running at half the speed of the engine. Consequently either the driving wheel on the back cycle wheel be reduced to half its usual size, or it may be reduced somewhat, and a larger wheel put on the timing cam spindle. In the second place, there is absolutely no loose nut, bolt or pin of any description inside the crank case, and consequently nothing short of the actual breakage of any part can cause trouble in the crank case. In the third place there are no adjustments to be made in any way and therefore the crank chamber can he opened up and the various parts taken out, cleaned, examined, and replaced by anyone without any fear of a mistake being made. The question may be asked, ‘What about wear when no adjustments are provided?’ The answer to this is that with hardened steel pins and ben ring, and the efficient lubrication provided in a crank case which is protected from dirt and dust, no appreciable wear will take place for a very considerable time, and when it does so the holes can be rebushed and new pins put in at very small expense. An engine which has just completed over 1,000 miles’ run has been carefully examined and shows no signs of wear, the tool marks of the machining not even being worn off. The engine cylinder is 72x72mm, and it is fitted with standard 2¼ De Dion valves. It is provided with an exhaust valve lifter, and the wings of the radiators are drilled to give greater cooling capacity. The engine and carburetter are being manufactured and put on the market by Messrs Humpage, Jacques and Pedersen of Ashton Gate, Bristol.”

“MR EJ SMITH WRITES us as follows re the Ormonde: ‘I will preface my remarks by saying that having been a cyclist for 33 Years I am not so juvenile as formerly, and moreover, being reluctant to lose my command over a machine by back-pedalling, I had not been used to a free wheel. When, therefore, I say that I was able to mount the machine at the works, Wells Street, Oxford Street, the first time I had ever ridden a motor-bike, and there and then negotiate the traffic of London streets through Ealing and so on; for a novice who is not used to congested traffic, living as I do in a small country town, to be able to do this speaks volumes for the ease with which the Ormonde is controlled. Some 1,000 miles on it has only confirmed my first delighted impressions of it, and I should like to call attention to the following points in the Ormonde: The ingenious plan of breaking the electric circuit by a twist of the left grip, and of opening the exhaust valve by a further twist, gives splendid control in traffic, and in rounding corners economises the petrol and cools the engine down hill. It is at once simple and efficient. Not the least advantage is the ease with which the machine is started, as all compression is removed until the machine is under way; then, releasing the grip, a spring causes the exhaust valve to be lowered and electrical contact to again be made, and she fires at once. There is no trial and miss, trial and miss, fishing about for the right mixture. The float feed carburetter acts regularly, no matter what the condition of the atmosphere, and with this carburetter you have not to be so particular as to your petrol being quite fresh. The accumulator is a good one in a celluloid case of 20 ampere-hours capacity, and the coil a first-class one in polished ebonite case, and giving a good ½-⅝in spark; the contact breaker a positive make and break, the stroke of the engine a fraction short of 3in, and the bore 2⅝in, and fitted with the renowned Lincona belt. The power is stated to be 1¾hp actual; at any rate, I am able to repeatedly mount a hill with pedalling, which a rider passing through here on a reputed 2¾hp machine said he had to get off for, and on the level the pace is anything up to 30mph. The whole machine bears evidence of much thought, consideration and experience, is strongly and well made, and with plated rims and 2in Dunlop-Bartlett tyres is cut out for hard and enduring work, and is a well finished mount…in all my cycling years I have not come across a more courteous and attentive firm than the Ormonde.”

A new crankless motor-bicycle has been invented by an engineer, Mr Schneeweiss, of Frankfort-on-the-Maine. This motor, he claims, will be an improvement on petrol and alcohol. motors now in use, and of all the existing types it is the most simple. It differs from other motors mainly because it has no crank, crank shaft, piston pin, crank bearings, and other parts. The complicated gear of eccentrics, rods, slides, etc, otherwise needed, have here been discarded. The new crankless motor has one open cylinder with two pistons and two fly wheels, which are firmly connected by a shaft. The straight movements of the piston cause the rotation of the fly wheels by means of a rod with friction jaws, holding steel pulleys without any joints or connecting links. The motor is very simple in construction, takes little space, and cannot get easily out of order. The power is 2hp, one to each piston and a half to each pulley. This power is given in full to the driving wheel, and not, as hitherto, first to the shaft. The strong jerks on the crank shaft and bearings are avoided, and only a small amount of friction has to be overcome.”

“THE GREAT WALTHAM Manufacturing firm have commenced to manufacture their own motors for fitting to their motor-bicycles. The workmanship will be of the finest and the type adopted is the enclosed fly-wheel type. Fluted copper radiators are fitted to the cylinders, the main bearings are gun metal and the crank shaft and pin tool steel, hardened and ground true. The diameter of the cylinder is three inches, and length of stroke 3¼in, and weight complete, 75lb.”

“WE HEAR THE FAMOUS Clement Co are now actively engaged in getting their new works equipped in the States. They are putting down a plant at a factory in Hartford, and a large number of men will be employed in getting a large stock of the 21lb motor sets ready for the next season. Two or three of these little machines were imported recently, and favourably impressed even the up-to-date and critical American engineer with the excellence of the workmanship and all-round efficiency.”

“CANNING TOWN MAY NOT be the most salubrious of neighbourhoods, but that they are true sportsmen there is evident beyond all doubt. The West Ham United Football Club are to be congratulated upon their enterprise in bringing over Victor Rigal, and in arranging such a splendid programme on Saturday last. The result was a huge ‘gate’, probably 16,000 people filling every nook and corner of grounds and stand. Rigal, fresh from his Deauville victories came over in the morning, bringing with him his 10hp Buchet motor-bicycle which develops 14hp. The monster may not be attractive, but is a ‘goer’ and the detonations, as the speed-beast careered round, could be heard at some distance. Rigal was, of course, over here recently at the Plymouth meetings, and the writer remembers him matched against CG Wridgway some years ago at the Crystal Palace. But motorcycles have improved since then. The compact, dark little rider was billed to make attempts on the one-and five-mile records flying start, and also on the ten miles, but the programme was slightly altered, as subsequent events proved. His attempt on the one mile proved abortive, his time being 1min 11sec, existing record 1min. 9⅖sec, thus being 1⅗sec. outside. For the five miles attempt a two-mile exhibition ride was substituted. Riga], J van Hooydonk (2¼hp Phoenix) and H. Martin (2¾hp Excelsior) riding. Rigal’s machine was obstreperous at the start and the men were called back. After a restart he led into the second mile, but stopped, presumably, owing to a misunderstanding, and the placings were Martin, first; Hooydonk, second. Our own men rode splendidly, and at once caught the appreciation of the ‘gallery’. Time 3min 5sec. One of the most exciting events of the after-noon was the five-mile match between J van. Hooydonk and H Martin, the latter conceding his opponent 30sec start. Martin caught his man, and then commenced a battle royal, the men riding neck and neck for laps, to the huge delight of the crowd. Hooydonk secured inside berth and just beat Martin by a length. Time 8min 3sec. Rigal 10-mile record attempt (standing start). Going at terrific speed, Rigal was one second inside the record at three miles when his belt broke and he had to give up the attempt.

“THE CRYSTAL PALACE MEETING was held in brilliant weather; in fact, the heat was intense during the early part of the afternoon. Such an array of motorcycles has not previously been seen at the Palace track, and there would be 40 or 50 of these machines round about—a good testimony to the interest taken in, and progress made by, the new sport and industry. The Club had organised a one hour scratch race, open to any type of motorcycle, and there were 18 entries for this, including most of the crack riders…” Joe Van Hooydonk was leading the field when the one-hour shot was fired; he won on his Phoenix at a record distance of 42 miles 290 yards. No less than 23 competitors entered for the five-mile handicap, and it was run off in five heats. In the first heat the winner was FE Coles on a Brown motorbicycle, 1½hp, time 7 time 7min. 13⅕sec; heat two: winner, E Perks, on a Singer, in 7min 8sec; heat three: winner, SC Holloway, 1½hp Minerva, in 6min 28sec; heat four: winner, J van Hooydonk, 2¼hp Phoenix; Westfield second, time 6min 58sec; heat five: winner, FR Wade, Daw 1¾hp; H Davies second, time 7min 20⅘sec. In the final there were Hooydonk, Coles, Perks, Sidwell—as the fastest loser—Holloway, and Wade. In this race, Hooydonk and Perks, although riding splendidly, were too heavily handicapped, and the winner was SC Holloway, Wade being second, Hooydonk third; time 6min 26⅕sec. The Ten Miles Handicap was to have been run in two heats, but as the evening was closing in it was decided to run all off together as a final. No less than 20 riders got off at the start, and an extraordinary scene they presented—the roar and noise generally was deafening, and the pace set by the fast motors simply terrifying, so fast that the lap-scorers had all their work cut out to catch the number of their man as he flew past. Hooydonk and Arnott were travelling well over 40mph, and the field was spread out in a fashion not witnessed before. Some huge starts had been given to the small power motors and, fast as the cracks went, it was evidently hopeless for them to win on the handicap. Perks on his Singer was travelling in excellent style; his exhaust box was glowing a bright red in the shade of the evening and could be seen all over the track. After what was undoubtedly the most exciting, not to sat terrifying, race ever seen at the Palace track, the winner proved to be S Holloway, (with 14 laps 490 yards start); Ridout second, Hooydonk third; time 9min 36sec—this of course being handicap time…Over 1,500 people witnessed the races. Eleven competitors got up in the hour scratch race…Nearly all the officials were cyclists, past or present…The ten miles handicap was probably the most thrilling spectacle ever seen on a track…At last year’s meeting, in three out of four events, Chas Jarrott was the only starter…Twenty men on the track, some going, at 40mph, presented a most weird sight in the gloaming…J van Hooydonk covered 42 miles 290 yards in the one-hour scratch race, thus securing a British record.”

“WITHOUT DOUBT THE AUTOMOBILE Club’s meeting at the Crystal Palace on Friday was the most important yet held in the history of the motorcycle. At the same time it was a well-ordered and well-managed meeting due, there is no hesitation in saying it, to the fact that the officials were all men who have been accustomed for many years to run cycle race meetings and who could bring their wealth of knowledge and experience to bear on a similar, albeit faster sport. A big entry and a series of events, which would give all classes of cycles a chance of showing their capabilities, made up an exceedingly interesting programme, and for wild and thrilling excitement the ten miles handicap, run in the half light, has never seen an equal on any race path, and every onlooker enjoyed it to the full. The outstanding feature of the meeting was the triumph of the moderately-powered cycle which is known as the ‘standard’ and is obtainable by the public. The big-powered specialities in motorcycles were not in it at all. And the reason is not far to seek. Reliability over a distance, not speed for a few miles, is what will always provide the elements of success. Van Hooydonk’s performance on his 2¼hp Phoenix was deserving of all credit for he went through from start to finish and never even misfired once. Nor did he have to ‘tinker’ his machine at all during the meeting. The five miles handicap gave a fine race, but in the ten miles the back-markers had too much to concede. In both of these Holloway on a 1 ½hp Minerva rode grandly, simply outpacing many higher-powered machines and winning mainly on his merits. Let the club give us more meetings like that of Friday and the public will flock to them as they used to the cycle meetings in the heyday of cycle sport.”

“JR BRAMAH AND SON, COPPERSMITHS and tinplate workers, Fargate, Sheffield, are making a new form of silencer for motor-bicycles which is very effective, and will send particulars of same to any reader of Motor Cycling.”

“A GENERAL MEETING OF the Liverpool Motor Cycle Club was held at Kirkland’s Cafe, Lord Street, Liverpool, when some 14 riders of motor-cycles put in an appearance. The business of the evening was to discuss details as to the formation of the club, to elect officers, committee and secretary, pro tem, until the end of 1902, when it is intended to hold a general meeting early in the year 1903 to elect and re-elect new officers for the ensuing 12 months. Mr FH Wheeler was elected captain; Messrs Keizer and Edge, sub-captains; Mr WJ Kirkland, secretary and treasurer. The objects of the club are to have weekly and Sunday tours, runs, &c, and no doubt members who are enthusiasts would be asked to read papers on their experiences, and concerning motorcycles, during the winter months. The subscription fee is 10s 6d, dating from January I, 1903, and riders who are owners of motor-cycles in Liverpool and district who are anxious to become members, can be furnished with full particulars from the Secretary.”

“THE FRAME OF THE CHAPELLE has been carefully studied and designed, being made up with the best weldless steel tubing, specially strengthened throughout to support the weight of the motor and its accessories, as well as the virtual ‘dead’ weight of the rider. It is also very strongly stayed with an extra horizontal tube running from crown to diagonal tube. The front forks have been made so that steel tubular stays can be attached in front, thus avoiding any likelihood of breakage. These forks have not been designed upon ordinary cycle lines, but specially for the motor-bicycle. The 1 ¾hp motor is fitted vertically, in what is considered the best possible manner, being placed in the axis of the frame, where it can in no way trouble the rider’s movements, whilst the exhaust and the heat is altogether out of the rider’s way. The motor is of the usual 4-cycle type and runs at a speed of 1,400-2,000rpm. The cooling is obtained by radiating gills forming part of the cylinder, which is made in cast iron instead of steel. The latter metal is much lighter, it is true, but it lends more easily to gripping or tearing up the metal, which promptly puts the engine out of service. Cast iron, by the action of the heat, and the contact of petrol, forms in the interior a surface which gives remarkable results as a bearing, owing to its polished and unctuous contact with the piston and its rings. All is very solid, and the working parts are entirely closed in an aluminium case—consequently there is very little wear. The speed changing device has been patented in all countries where a bicycle can be ridden. With the speed changing gear the rider can obtain three distinct advantages: (1) The motor may be thrown entirely out of gear by means of a small lever placed in a suitable position upon the top tube below the handle bar, and easily accessible, when the machine may be pedalled exactly like an ordinary bicycle without the rider being obliged to dismount to take off the belt in the order not to ‘drag’ the motor resistance; also without having to use a valve lifter, open a compression cock or other such devices to free the motor. (2) By using a speed changing gear in conjunction with a petrol motor, it has the important advantage of increasing the power of the engine, as the following well-known mechanical principle teaches, ‘What is lost in speed is gained in power’. (3) When the slow speed gear is thrown in the hill-climbing capability of the machine is remarkable, and this will be naturally greatly appreciated over ‘switchback’ roads. On the low gear gradients. from 8-10% can be easily climbed without pedalling, on an average of 8-12mph, whilst up abnormal gradients the machine will at least take itself up. (4) On the high gear a speed of from 30-35mph can be obtained over good level surfaced roads. (5) Pedalling is almost entirely unnecessary with the machine fitted with a two-speed gear. (6) Being able to throw the motor entirely out of gear is an important, not to say a necessary, factor in the traffic of large towns, as the machine can be pedalled by

the driving belt with perfect ease, and there is an entire absence of vibration. Manipulation of the Chapelle two-speed motor-bicycle: (1) Before mounting see that there is a charge of ‘D’ lubricating oil in the crank chamber. A charge is about a small glass full, and this should last 15-20p miles. When a lubricating pump is fitted it is a better plan to pump in smaller quantities at intervals during travelling. (2) Place the connecting plug in its position in the centre of the down tube. (3) Turn the plug twice or three times to open the petrol supply from the reservoir so as to allow the spirit to flow into the carburetter, after which shut off the supply and replace the plug upon the number given with each machine; this is regulated before delivery of the bicycle. (4) Before mounting be careful that the compression tap is open, and do not shut this until the motor is in perfect action. (5) Turn the switch handle as far as it will go away forward, and place the advance sparking lever exactly upright. Then place the air lever at about half open, but this requires altering according to temperature, etc, and no fixed rule can be given. (6) Move the change speed lever into the neutral position on the middle notch. Tighten the belt and start pedalling. As soon as the machine is going at a good walking pace, keep the feet still, this is essential. Then throw the low gear in with a sharp, sudden movement, making quite sure the compression tap is open. As soon as the gear is in start pedalling again, and when the explosions occur regularly close the compression tap and the machine is off. To go faster than the low gear will permit push the change-speed lever forward. It is necessary that this should be done quickly. (7) To stop, turn the switch handle off, open the compression tap and shut off the petrol. After a little experience the machine can be regulated very nicely by very slightly altering the position of the petrol supply indicator. (8) If stopping the motor for an hour or so, before starting again put a few drops of ordinary paraffin through the compression tap, and push the machine a few yards in order to get the piston to work so as to be assured that it does not stick. (9) Do not forget to take out the connecting plug when stopping for several minutes, as otherwise the electric current is wasted. (10) It is necessary, occasionally, to verify the nuts, bolts, and screws, and see that the ignition wire is intact. (11) Do not forget to lubricate the motor properly and at the proper time, not too much, not too often, but exactly when it requires oil.”

“THE CRYPTO MOTOR-BICYCLE which we now illustrate does very great credit to Mr WJ James and the Crypto Works Co. Its lines are exceedingly shapely and trim, no space is wasted, and yet ample room is given for getting at any part that may need attention. The frame-work is particularly strong, the crank chamber of the motor being used to complete the lower member of the frame. Instead of clips, lugs brazed to the frame form bearings for the various taps and levers, and each of these bearings being coned, any slack is capable of being quickly taken up. The motor is of 2hp, but at customer’s option one of 2¾hp can be fitted. A spray carburetter has been adopted, together with belt drive and a large silencer. The tank is of large capacity and ignition apparatus of the best quality is provided. For substantiability and reliability the Crypto will have no superior, and we fully anticipate for it a large measure of popularity.”

“THE PRINCIPLE OF THE 2¾hp double-cylinder bicycle motor, made by the Princeps Autocar Co, 46, Abington Street, Northampton, is that of two cylinders mounted on one crank case, tandem-wise, inclined in such a manner that the drive is through one crank pin connecting one pair of fly wheels. The connecting rods are specially designed to effect this purpose without having to increase the width of the crank case. Each cylinder is 62mm bore x 70mm stroke [484cc], and is provided with a compression tap and exhaust valve lifter. Both compression taps are actuated by one lever, and one lever also serves for both exhaust valve lifters. In the latter case a partial movement of the lever cuts out one cylinder for slow driving in traffic, and the completed movement cuts out both cylinders. The engine shaft takes either a toothed wheel for chain drive or a pulley for flat belt drive, as desired, and the now well-known Princeps clutch can also be fitted to provide a free engine at will. The electric make-and-break contact is through double blades working alternately by means of a special double cam, the whole being contained in a case of the usual size. One carburetter supplies gas to both cylinders. This is a new pattern specially made by the company which, after a first adjustment, acts automatically at any speed. It will be seen, therefore, that the use of the two cylinders causes no complications in driving, the same number of levers only being required as in the single-cylinder type; and when the motor is placed quasi-vertically in the low type of flame, no more practical space is taken up either in height or width than when a single-cylinder motor is fitted. Great smoothness of running and absence of vibration is secured by the motive force being exerted every revolution and the careful balancing of the fly wheels.”

“THE PRIMUS MOTOR CO are now supplying their smallest motors with friction drive for attaching to any existing machine without alteration. A larger 2¼hp motor is being also put on the market which is only a little heavier than the 1½hp, and they also intend to fit a chain drive with two speeds, which is done with ordinary cut spur gear wheels. The complete machine supplied by this firm is of the Humber pattern, built extra strong, and it is interesting to note that the company are putting a ladies’ motor-bicycle on the market. From a short trial we had of the friction-driven type we found it ran easily and with little noise, and it is moreover a light and handy little machine.”

“M RIGAL, THE FRENCH CHAMPION, has just made a sensational performance by covering the Deauville flying kilometre in 28⅘sec, which is almost 80mph. The machine he used was made by M Buchet, of Paris. The winner of the light class competition was M Barre, on a motor-bicycle under 66lb in weight, in 49⅗sec. The machine was made by Bruneau, of Tours, and the same rider won the contest for machines weighing 110lb on a similar make. A lady, Mme Jollivet, rode the kilometre in 58 seconds.”

“DEMESTER’S MOTORCYCLE, WHICH he constructed together with Lamberjack, is certainly the speediest cycle of the kind. The owners hope to reduce all records by means of it, and Deauville was to give the first example. A speed of about 120km/h—75mph—can be maintained.”

“THE DEAUVILLE RECORDS had to be annulled because the chronometers were wrong. The admitted error is seven seconds, and as the speed per second was 40 metres, the total amounts to a reduction of 280 metres. The total distance was only 1,000 metres, and the speed calculated per hour has to be reduced from the proclaimed 136km (84 miles) to a modest 108km (67⅒ miles). M Gabriel’s triumph was very short.”

“SIR, HAVING ARRIVED AT the conclusion that motorcycles were a success, and possessing plenty of tools, etc, a good lathe and a few spare hours after business, I determined to try my hand at making a motor-bicycle. I made patterns of engine from my own design, and having secured the castings I worked them up, and got the engine working, having meanwhile purchased a Peto and Radford accumulator and coil. Then I built up a cycle frame of BSA fittings and strong tubes, and the wheels to suit a pair of Warwick tyres. I finished the machine about two months ago and am highly gratified by the results, having covered some hundreds of miles on it since. The size of the engine is 2⅞in bore by 2¾in stroke, and I can get 25mph on the level, and 15 on a hilly road, with occasional assistance by pedalling. It has a spray carburetter, exhaust valve lifter and belt drive. The petrol reservoir holds sufficient for 100 miles, at the small cost of 1d (one penny) for seven miles. The whole ,machine has cost me not over £20 for the parts and materials.
EW, Dewbury.”

“MANY MEN NEED A CIGAR or cigarette when they wish to assume an attitude of ease or nonchalance. And it is in a nonchalant nay that the proud young motor cyclist sometimes overhauls his machine, and inspects or fills his tanks. Amongst the unsophisticated associates of motorists, we have often noticed a desire to superintend refilling operations, and they deem it appropriate to enjoy a smoke at the same time. The experienced motorist, if he is a man of resourceful language, generally explains the danger in a way which makes the smoker keep is respectful distance henceforth. But the motor cyclist is generally alone, and has probably been not sufficiently warned of the inflammability of petrol. His rashness may cost him dearly. It is the height or folly to risk any chance of this kind. Petrol gives off an invisible vapour rapidly. This can catch fire several feet away from the liquid, and, if mixed with air, forms, of course, a most explosive mixture. Such a fire once started is almost impossible to put out and it develops with such amazing rapidity that the motorist or the machine may be seriously damaged before any efforts to check it can be put in force.”

“THE VERY IMPORTANT TRIALS organised by the Automobile Club have been held each day but Sunday the past week. Ninety-two motor vehicles of different types and powers had entered, and included in these were four motor-bicycles and two Century tandems. There were two Humber motor-bicycles; a 3hp and a 2hp, ridden respectively by Bert Yates and Crundall; a 1¾hp Ormonde, ridden by Alfred Wright; and a If 1¾hp Werner, ridden by EH Arnott. The main object of the trials has been to give the car makers and the public an opportunity of thoroughly observing the capabilities of the various cars entered under actual riding conditions, as distinct from special racing and speed contests. The trials have also proved of great value in the sense that they have shewn up the faults or special merits of the different innovations in detail additions to the car mechanism, and, again, the fact of the car makers being put in competition with each other must prove a considerable stimulus to them in the direction of still further improving their productions. The total distance of the six runs was 650 miles, made up of the following daily runs: Starting from the Crystal Palace, Monday, Folkestone and back, 139½ miles; Tuesday Eastbourne and back ; Wednesday, Worthing and back ; Thursday, Brighton and back; Friday, hill-climbing and fuel consumption trials; Saturday, Bexhill-on-Sea and back. Most people will remember the first motorcar run to Brighton, held on ‘Emancipation’ Day, on a dreary day in November, 1896, with its long and painful record of mishaps and breakdowns; but the march of improvement has been steady since that day, and the first day’s run of this year’s trials was as marked by the complete absence of anything approaching serious mishaps as the famous run of ’96 was marked by the presence of them. The motor-cycles, although few in number, were representative of high-class makes, and gave a very good account of themselves.” Vehicles were judged in 10 classes according to their retail prices. There was no separate class for bikes; they were lumped in with tye lightest cars valued up to 150 (Class K covered cars valued at £1,000-1,200). Points were awarded for features including hill-climbing, reliability, steering and power-to-weight ratio. Motor Cycling summed it up: “For any vehicle to do really well and to be cheap, efficient, reliable, and a good hill climber, 3,000 marks should be obtained. So when we record that fact that no less than 3,243 marks were secured by the 3hp Humber motor-bicycle, it will be realised that a very high degree of efficiency had been attained in this machine. It secures the highest total of marks in the whole competition; the next vehicle to it being the 10hp Peugeot, with 3113. Mr Jarrott’s 15hp Panhard was third with 3,089; the 5hp Baby Peugeot was fourth with 3,032; and the 20hp Wolseley was sixth with 3030. The rest of the scoring was in the 2,000s, with one car scoring 1,922, the lowest score…”

“WHEN THE ‘RELIABILITY’ TRIALS recently organised by the Automobile Club came to a close it was generally admitted that the motorcycles had performed exceedingly well. Some authorities even went so far as to express their wonder at the absence of that continual stream of petty troubles to which such a miniature instrument ought (in their opinion) to be subject. The judges’ report upon the trials just issued must have been a severe shock to them: to find that their expensive and magnificent cars of high horse-power had been eclipsed for reliability and efficiency by a little 3hp Humber bicycle has greatly offended their sense of dignity. Hereafter, we predict with confidence that the attitude of studied neglect which the Automobile Club has adopted towards the motor-bicycle will be abandoned, and the promise contained in the current number of the Club journal to encourage and foster the little vehicle will be abundantly fulfilled. So much for that side of the question. As for the outcome of the trials, although it will be admitted that even those most keenly interested in the motor-bicycle had no thought of gaining absolutely first place, as the Humber did, it is a fact that good performances were fully expected. As one very well-known maker and sportsman told us prior to the trials, the motorcycle could go through that week’s work easily, so that, in his opinion, the result would not warrant the expenditure of time and money necessary. So far as the motorcycles are concerned, first place was won, and the only one which withdrew from the competition was Arnott’s, and that was because the rider was incapacitated by a wretched dog. We are delighted with the performances of the two Humbers and the Ormonde: they have demonstrated to the world what the advocates of the motor-bicycle have contended all along, that it is an efficient vehicle, free from petty troubles (provided it be properly treated), and a most pleasant, enjoyable and economical mode of locomotion. “

“THE EXPERT EMPLOYEES at the Garrard works and those of Messrs Clement’s works each think they can get more out of their 21lb touring engines than the other, so a series of private matches are being arranged to be run off, one part in France and the other revanche in England…The engines are identical, but liberty is given in the matters of ignition, lubrication and transmission.”

“IT IS A CONSIDERABLE time since we heard a case similar to one related to us just recently by a correspondent. It seems he had been riding his motorcycle with trailer and passenger along the Ripley Road at about the legal limit, and had dismounted at a well-known cyclists’ resort, when he was immediately dropped on by a police official with a polite request for name and address, with a view to a summons for riding ‘a motorcycle with trailer attached’ at a ‘greater speed than 6mph’, not to mention as additional summons for riding the motor-bicycle at 12.1mph! This reads distinctly funny, and we can only imagine that the worthy Robert had by some freak of a highly elastic imagination mistaken the motor-bicycle for a steam roller minus the man with the red flag in front. We believe there is a bye-law with regard to traction engines drawing trailers carrying bricks or merchandise at more than 6mph, and a wise measure it is because a side slip on the part of the engine or trailer when running at excessive speed with the bricks would be disastrous. But, speaking seriously, we intend to take this instance up, and trust our readers will furnish us with particulars of similar incidents, and, if possible, a sketch or snap shot of the intellectual-featured limb of the law who effects the capture.”

“AT THE INQUEST held in connection with the Baddesley murders, recently, the motor-bicycle played an important part. The scene of the inquest is a long distance from a railway station, and to enable the papers to get a full report of the inquest in a special edition, it was necessary that the reporter’s account should reach the office at the earliest possible moment. To accomplish this the services of two motor cyclists were secured—Mr Yoxall on a 2hp Humber, and Mr. Birch on a 2hp Birch motorcycle. With their assistance fresh supplies of copy were brought up to the offices in far quicker time than could have been accomplished by any other method of locomotion. This proves one of the very practical uses to which the motor-bicycle can be put.”

“IT IS NOT OFTEN that one hears of such a remarkable accident as befell Mr and Mrs Quinton, of Nottingham, who had just made a start on their holidays. Mr. Quinton was riding along one of the main thoroughfares, along which the electric trams run, and in trying to pass on the outside of an electric car going in the same direction, he failed to notice another tram coming towards him on the other line; the result was that to avoid a collision he tried to pass between the two cars and got the machine crushed in by the sides of the cars. Marvellous to relate, neither of the riders of the machine and trailer was seriously hurt, but one of the cars had to be jacked up off the line before the smashed machine could be released.”

“AFTER WEIGHING UP the respective merits of the numberless machines in the market—all of which seemed, from the attractive advertisements, to be ‘the’ machine—I decided to purchase a 2¾hp Excelsior. Although I felt that the enormous weight would be somewhat difficult to manipulate, power was the chief consideration, as the district round Huddersfield is very hilly, and the roads anything but good. After much patient waiting the machine arrived in a huge packing case, and just about taxed the utmost efforts of a large railway staff to effect delivery. After a couple of hours’ unpacking the machine stood revealed; and after the little 1½hp bikes, she looked a veritable leviathan, with the business-like looking engine and substantial tyres. It was with a feeling of some trepidation that, after oiling up and filling the tank with petrol, I essayed a trial trip. How beautifully she ran! The weight was so splendidly balanced that a touch of a finger was enough to guide. And where was the vibration that one hears so much about?—absolutely non-existent! My first little trouble was a loose connection at connecting plug terminal, which when found was nothing at all. My second was very curious, as showing what big results ensue through a little carelessness. Happening to screw up one of the thumb screws on contact breaker cover too tightly, I pulled support from insulating material and had to have a new one. In connecting wires to contact breaker I inadvertently reversed them, with a consequence that the electric current short-circuited, and the subsequent firework display was rather effective, but not beneficial. Since then I have had no trouble at all, and find the machine will reach 40mph on the level, and climb a 1 in 10 at 20mph easily; but here a word of advice. In most hand-books one will find that it is said to climb hills the gas should be full on and ignition retarded to the utmost. This may be so on small motors, but on the 2¾ I find the best results are: gas half on and ignition about two-thirds advanced, and then it would take the side of a house to stop her going up, providing belt is kept carefully at correct tension and well cared for. My Lincona is excellent, and after a little linseed oil will do anything. The one and only slight fault I can discover is the needle valve from tank to carburetter, and this nearly always leaks. As your contributor this week says, ‘It should be a screw-down valve’. A point also in which the machine might be improved is a combined exhaust lift and current breaker, as at present one must lift exhaust and twist handle, and as the back wheel rim brake is actuated from same side as twist handle, it is somewhat awkward to apply brake and keep current off. In every other respect the machine fulfils my highest expectations, and as I now have a trailer I expect some enjoyable runs from the combination.
‘EHMW’.

“WAP (PECKHAM) WISHES to know if it is possible to build a aluminium cylinder piston; and, if not, what are the reasons? We believe aluminium has been tried, but it does not answer well, as it has a different rate of expansion to steel or iron, and also loses its shape when subjected to considerable heat.”

“THE NAME ‘DRY BATTERY’ rather implies the dryness of the ingredients for producing the current, but it would be better if it were read as the absence of liquid in the battery, for if it were dry, no current could be produced. Having a zinc enclosing case which forms one of the poles of the battery, it is in turn filled with a mixture of plaster of Paris, flour, sal ammoniac and chloride of zinc, the whole being well mixed into a paste with sufficient water and being placed in its position it quickly sets into its required form. Another mixture composed of carbon, peroxide of manganese, chloride of zinc and a little water, is then filled into the inside, a carbon rod is placed in the centre, and this rod forms the other pole of the battery. The whole is sealed at the top and ventilated. The chloride of zinc is a deliquescent salt and one of its functions is to assist in keeping the whole mixture damp. There is no necessity to go into the question as to how the current is formed, but a steady though low one will be formed, and until the ingredients have become absolutely dry, this will go on, and on its giving out, the battery is removed entirely.”

“IT MUST BE PLAINLY EVIDENT to every one who is taking an interest in the future of motorcycle racing that it will be a difficult matter to handicap a motor-bicycle fairly unless some ready and accurate method of making a test of the brake horse power of any particular motor can be applied. The bhp must be the determining factor in making a handicap. Cylinder capacity as a unit for rating cannot be accepted as entirely satisfactory, but, so far, it has been the best that could be adopted; but that it is no true criterion of what power a motor an develop is proved by the fact that there are motors made with abnormally small cylinder capacity, and designed to run at a very high speed, which can undoubtedly develop more energy than many of considerably greater capacity. As the power developed by any motor is calculated from the two factors of pulley leverage and speed, it can be seen that it would be an error to say that a 54×60 cylinder is capable of developing less power than a 60x 65 unless the piston is taken into consideration.”

“AS A TOURING MACHINE, when properly managed, the motor-bicycle is unrivalled. Considering that this has been really the first motorcycle season, the number of successful tours accomplished is highly satisfactory and encouraging.”

“THE CLEMENT MOTOR showed up well in the ‘Criterium de Provence’ races. Two machines were entered and ridden by Derny and Muller, who were second and third respectively, in 2hr 8min 8sec, and 2hr 29min 8sec, for the 120 kilometres.”

“THE MITCHELL MOTOR BICYCLE has established a big reputation for itself by accomplishing 634¾ miles in 24 hours on the Garfield Park bicycle track, Chicago, USA, ridden by AA Hansen. This record was made on an ordinary stock machine of 2hp.”

“JACQUELIN, THE FRENCH CYCLE champion, who is now serving his time training in the army on week-days, appears on the racing track on Sundays for recreation. Since motorcycle races have become a permanent item on the programmes of Continental racing tracks, M Jacquelin has added this sport to cycling, and, thorough as he always is, he decided at once to build a motorcycle according to his own ideas. The appearance of the machine suggests something fantastic to the eye of the ordinary rider, but, considering the machine is for high-speed contests, the design contains some good features. In the full sense of the word it is only a bicycle, having only two wheels, otherwise it has no relationship with what is ordinarily considered to be a motor bicycle. The motor can develop 6-8hp, and the total weight of the machine is 4½cwt. A de Dion-Bouton motor with spray carburetter, and a cylinder of 114x120mm stroke and bore has been used [1,224cc]. The tubes of the frame are of 40 and 50mm, equal to to 2in diameter, and the forgings of the joints have been specially designed and made. The front fork is a compound one, and strongly supported; the steering gear is not regulated by a handlebar in the usual manner, but from the rear by a steering wheel. The three levers regulating the motor speed are underneath the steering wheel—one lever for mixing the gas, another for starting the ignition and the third for regulating the speed. The petrol tank is placed over the motor, fitted on the upper frame tube. It has two compartments, one containing 5 litres of petrol, and the other 4 litres of lubricating oil. A 4-volt accumulator supplies the ignition sparks. Both wheels are of equal diameter—760mm, equal to 30in; the front wheel carries a 3¼in and the rear wheel a 3¾in. diameter pneumatic tyre. The driver’s seat is well in the rear, and it will require a considerable effort to retain the seat when going at a high speed round a sharp curve. But Jacquelin knows how to do it, and he is sure of creating a sensation on his machine whenever he rides it.”

“THE RESEARCHES OF MR CARO, a Berlin doctor, to make acetylene gas useful for automobiles prove to be successful, and the application of the method may soon be felt by the industry. During the conference of the German Acetylene Association it was announced and demonstrated that the calorific value of ordinary air mixed with petrol and acetylene is 50% superior to ordinary petrol gas as hitherto used. The employment of acetylene will increase the working power and enable a lighter construction for the same speeds, so says the inventor.”

“SIR,—I HAVE BEEN a cyclist for more than ten years, and always regarded the motor-bicycle as more or less of a freak till about a month ago when I happened to pick up a copy of Motor Cycling. In it I read how some riders were able to run their machines many hundreds of miles without any trouble on the road. This led me to make enquiries, with the result that I ordered a machine for my own use. I got some instructions from the makers as to how the machine should be controlled, and last Saturday started for my first ride. My intention was not to exceed 12 or 15 miles, but the machine ran so well and the sensation of flying along was so pleasant that I found myself more than 20 miles from home before I could make up my mind to turn back. On the return journey I passed a large cycle club toiling hard up a steep hill. As I passed them, smoking my pipe in comfort, I remembered how often I too had worked hard up that same hill. About two miles farther on my engine suddenly stopped; I jumped off and tried to remember all I had been told about ‘mixture lever’, ‘sparking-plug’, etc. These appeared to be all right, but on examining the petrol tank I found it empty! The makers had assured me that the tank would run the machine 50 miles, and I had only done 37. However I concluded there was nothing do but pedal the machine to the nearest village. It was hot work and dry work, but that was not the worst of it, for I was soon overtaken by that cycle club, and my fellow-motorists will believe me when I say I got a good deal more advice than I wanted. One suggested that I should carry the thing (fancy calling my brand new £70 motor-bicycle a thing! Another thought a donkey barrow would be useful. Just as they had left me in peace a gentleman came along on a motor-bicycle and stopped to enquire what my trouble was; a drop of petrol was transferred to my tank and it was not long before we again passed the club and—well, ‘he laughs best who laughs last’. This little incident has induced me to a resolution which I trust I shall always keep and I have written this in the that other motor cyclists will do the same. Whenever a brother motorist is seen in trouble on the road, always stop and offer assistance; a drop of petrol, a little advice, or the loan of a spanner is not much, but it means a very great deal to one stranded on the road.
HDS.”

“Sir,—I have much pleasure in forwarding to you my little experience of my ride to Birmingham and back on my 1½hp ‘Excelsior’ machine. Having thoroughly overhauled and examined every detail, I was in every way ready to start on my ride by a quarter to one o’clock, first passing through Streatham and Brixton. I was soon on my way to Hyde Park, which I ran through, and eventually came into Edgware Road as rain was commencing to fall, and things did not look over bright ahead. I purchased a mackintosh and was off again, buzzing along through Elstree and at last coming to the short but stiff ascent into St Albans, turning sharp to the left and was soon passing through Redbourne and Dunstable, going well. Leaving Dunstable soon behind, I was congratulating myself how well I was going (here rain left off), when turning a corner, luckily going very slowly, I cannoned a horse, one of about 40, going to Barnet Fair. No damage resulted to me except a broken trace (cloth) and a crank bent. After the usual exchange of courtesies towards one another (gipsies), we parted. Arriving at Fenny Stratford, a local cycle maker, ‘evidently in much demand’, as his shop showed, kindly put aside everything and everybody for me. His name, I might mention, is Groves. This was my second stop from London—or, rather, Croydon—neither intentional. I was soon aboard again, and my little machine, if not too slangy, was fairly eating into the miles, not a misfire or any trouble, and at last after passing through miles of, I might say, not vary interesting scenery, was going through the pretty little town Towcester. Still going on, I reached Coventry at 7.45 without a stop from Fenny. Here my trouble began. I had had my Lincona mended by a local harness maker, which he had sewn, and as I reached the King’s Head Hotel snap it went. Not to be done, I put the round belt I was carrying in reserve on, and after telephoning to Birmingham to my friend, started again. Hit and miss was all I could get; I examined wires as well as I could in the dark. Lo! one was broken on the handlebar; mending that, off I started again; no better results, so after testing every wire, I had the inlet valve off. Presto! there was my trouble—the collar reaching from the carburetter to valve had broken and had got in the spring, so decided to train it to my destination—rather hard luck, after going so well. On my return journey I left Birmingham at 3pm and arrived at Dunstable, about 80 miles, in pouring rain at 7.30. I never dismounted except for a second or so to get the cape over my head and was on again. This I consider a grand performance, and I believe that it’s only a ‘Minerva’ that would do it. Rain stopped me, as I was afraid of getting through London with the roads so bad.
CJ Hussey.”

“SIR,—IN REPLY TO the letter from Francis E Harding, I might say I always use a small length of thin cord with brass thimbles. With this it is quite easy to mend a puncture on either back or front wheel, or tighten up the belt by lifting up a wheel, fastening the cord round any gate or guide post I may be near.
HB.”

“GEH (Retford) is going for a tour of about 350 miles on his motor-bicycle, and would be glad to know of the various odd parts he should take so as to be quite able to replace any part necessary, and also a first-class lamp, as the days are now shortening rapidly and he may have a fair amount of night riding to do. These are the details he should take: Two sparking-plugs and washers, an exhaust and inlet valve with springs, contact blade and screw, some insulated and bare copper wire, good pair of cutting pliers, small file, adjustable spanner, screwdriver, repair outfit for tyre repairing, oil can for paraffin, some rubber, insulating tape, a piece of No I2 spoke wire, to make a belt hook. An excellent lamp is Lucas’s Holophote. Brown Bros also make a specially strong lamp for motor-bicycles.”

“A NOVELTY IN THE WAY of garments introduced by Messrs Reveley and Haggart, of New Broad Street, London, EC, causes one to wonder why so simple and eminently practical an idea was never thought of before. The disadvantages of trousers are in the new garment completely avoided equally with the disadvantages of separate knickers and leggings. At the same time, the advantages of both methods of dressing the legs are retained. For the first time within our experience a close-fitting legging is provided, which does not entail a cumbersome mass of material at the knee, and we feel certain that motorcyclists, apart from golfers, tourists and other sportsmen will immediately realise the benefits of the new design. The garment will be made in any material, and as Mr Reveley is himself a motorcyclist, it follows that he is fully conversant with the requirements of those who drive the self-propelled bicycle.”

“AT THE CANNING TOWN TRACK J Van Hooydonk went for an endurance and economy test on a ‘Phoenix’ motor-bicycle, fully equipped and fitted with a 70x70mm [269cc] Minerva engine. A distance of 200 miles was completed in 6hr 42min 52⅖sec. With the exception of a momentary stop to tighten up the strap the run was to all intents and purposes a non-stop one. The petrol used was one gallon. Five pints were measured out of the tanks after the distance had been covered, so that another 50 miles could have been covered with the supply carried on the machine. In one hour 29 miles 600 yards was covered; in three hours, 87 miles 100 yards; six hours, 177 miles 1,550 yards; and in the last hour 30 miles I,550 yards were reeled off, and the last mile occupied 1min 49⅘sec. The times were taken by Mr Ebblewhite, NCU, and Mr F Straight, NCIU, judged.” [Note those names, Messrs Ebblewhite and Straight became household names in motorcycling circles.]

“‘ELECTRIC LIGHT’ (CAMPHILL) has been experimenting with the 4-volt test lamp run from the accumulator of his machine and he finds it gives quite a strong light, and he wants to know why he cannot utilise this for a lamp instead of the oil lamp?—The only reason against using the sparking current for lighting purposes is that the capacity of cycle motor accumulators is comparatively small, and they would become exhausted quickly if they have extra work to do.”

“ON SATURDAY LAST, MR EG YOUNG, of Nottingham, set out with the intention of riding to London and back again to Nottingham in the day on a motor-bicycle. The trip was satisfactory in every respect, and proves that, properly handled, and with a reasonable amount of care, the motor-bicycle is a sound and reliable means of travelling, and also very cheap. The total cost of the return trip was 3s 9d, which was the cost of petrol. The only repair needed throughout was a puncture in one of the tyres. “

“THE AMERICANS ARE NOTHING if not original in their ideas, and the machine which we illustrate possesses some strikingly original features in its design. It is, strictly speaking, nothing less than a two-wheeled autocar, as it is provided with most of the mechanical features of a car. Thus, the motor is started up with a crank handle and is fitted with a transmission gear with two speeds forward, the fast speed giving 40mph on the level, and the low speed—so the maker claims—will take the machine up a gradient of one in three. The machine was designed by a Boston businessman, a Mr JJ Kingsley, and it was built at the Crest Automobile Works, Cambridge, USA. The motor is a 3½hp air-cooled type, and is mounted vertically in the frame.The power is transmitted by a chain from the motor sprocket to the change gear, which is mounted at the rear bottom bracket. From this a chain goes to the rear wheel driving sprocket. The front rider has entire control of the engine, and instead of the ordinary pedals being fitted, a kind of rest with controlling pedals take their place. Thus, the driver’s right foot rests on a pedal lever which by a pressure of the toe throws in the fast speed, and the heel operates the slow speed. The left foot regulates the brake, which is of the band type, acting on a drum on the rear hub. This drum is six inches diameter and one inch wide. The speed regulating levers are mounted on the horizontal tube of the frame, and there is also a lever operating the exhaust box cut out, so that when running through the open country every fraction of power may be got out of the motor. The forward tank carries the coil, batteries, and lubricating oil; the petrol tank is fitted in the rear panel of the frame and holds five gallons, sufficient to run 300 miles. The maker states that the machine is very easy to manage in crowded streets; and although it is so heavy (325lb), it can be steered hands off when running at 40mph, and its low centre of gravity entirely prevents side-slip. When descending hills, the motor can be thrown out of gear by means of a clutch. A large double-stroke gong is actuated by the driver’s left heel. The machine has run 2,500 miles without the slightest mishap so far. It is noteworthy that there does not appear to be anything in the way of a spring clutch to take up the shock of the engine fitted to this machine.”

“NEXT SEASON’S MINERVA motor will be even a far better one than the 1902. Perhaps the most striking innovation will be the adoption of a mechanical inlet valve giving, it is claimed, 20% greater power. The surface carburetter is to be replaced by a very efficient type of spray. The combustion chamber is to be cast in one piece with the cylinder, giving simpler construction, whereby loss of compression becomes impossible. Radiators on the lower part of the cylinder will be dispensed with as unnecessary. The dimensions of the new engine will be 66x70mm [239cc], giving with the improvements adopted 2hp.”

“THE LAST OF THE BIG race meetings promoted by the West Ham United Football Club was held on Saturday last at Canning Town before about 3,000 people. Two motor cycling events were included—a five miles handicap and a five miles scratch. In the handicap there were 14 starters out of 16 entrants, and these were allowed to ride all in one heat. FW Chase (2¾hp Bat) was on scratch, giving such men as Hooydonk 30sec, H Martin and Tessier 35 secs., while the limit man, WR Herwin (1½hp Clyde—Simms motor) had. an allowance of 2min 30sec. H Collier—on a local make*, fitted with a 2¾hp De Dion engine (45 sec)—was placed first, Tessier (3hp Rex) ten yards behind, and FW Chase third; time 6min 39⅖sec—a good handicap by F Straight. The scratch event brought out nine starters, H Martin being an absentee owing to short-circuiting troubles. FW Chase (2¾hp Bat) quickly ran away from the field and finished a popular winner by 100 yards in the time of 6min ⅘sec, which is the fastest ever done in competition. Tessier, in spite of losing two laps owing to his belt coming off, finished second, and W Parry (2¾hp Minerva) was third.”
*H Collier, of course, was Harry Collier of the Collier family and the “local make”, of course, was Matchless. As you’ll see in 1907, Harry’s brother Charlie rode a Matchless to victory in the single-cylinder class of the first TT.

AS PART OF A SERIES entitled ‘Some Experiences of a Cyclist in the Transition Stage’ a Motor Cycling correspondent recorded his attempt to make a 100-mile non-stop run: “I reckoned that the best average pace would be about 20 an hour on good roads, but as I am living at least ten miles from the good roads…it was decided to start early on the Sunday morning and to return home in time for the mid-day meal. I was confident that my ‘no-trouble’ Excelsior with a 1½hp Minerva engine would go through all right.” It did, too, completing 100 miles (measured using milestone on the Great North Road) in 5hr 32min at 130mpg. “The cost of covering 106 miles had scarcely exceeded one shilling! There had ben no trouble with the engine or any parts, and with an accurate adjustment of the contact points, the machine was taken out in the evening with the trailer behind, and another twenty miles were covered. And it was going splendidly all evening.”

“MR SALE, OF LUTON, who is one of the agents for the Quadrant Co, recently accomplished a very successful tour of 900 miles on a standard pattern 1½hp Quadrant autocyclette. Mr Sale started from Luton last week for a run to Edinburgh, and travelled via Doncaster, Borobridge, Darlington, Newcastle, Berwick, Dunbar, Edinburgh, returning via Glasgow, Lancaster, Preston, Wigan, Warrington, Newcastle-under-Lyme, Stone, Lichfield, Coventry, and Towcester. The longest day’s journeys were from Borobridge to Edinburgh, about 200 miles, and homeward from Lancaster to Luton, about 240 miles, doing the latter, including all stoppages, inside 13 hours. The motor behaved splendidly throughout the whole journey, giving no trouble, not even having to change the sparking plug. The run was not attempted to form anything in the shape of a record, but rather to prove the reliability of the machine.”

“MESSRS SALSBURY AND SON, of Green Street, Blackfriars, have just introduced a new pattern horn for the use of motor. cyclists. It is claimed for the new pattern that it is better suited to the shape of the cycle handlebar, and as the clip is on a turntable, the horn can be placed anywhere where it is most convenient to the user.

“The ever-increasing popularity of the motor-bicycle has made the lighting question, now that the long nights have arrived, of paramount interest to the trade and cycling public alike. Messrs Miller and Co, the well-known lamp makers, have just introduced a special type for the motor cyclist. This has a 3in lens and a 1in wick; and fitted as it is with a best quality reflector, the lamp gives a splendid light. The springs are strongly made to withstand the greater vibration, and by using the handle the lamp may be lifted off the bracket and used for inspecting the machine.”

“A NEW AND CONVENIENT piece of apparatus for re-charging accumulators has been placed on the market by Messrs Peto and Radford, of Hatton Garden, EC. In the illustration the adapter, D, is to the lamp holder and the lamp is then attached to the adapter. The two wires are then placed one at each end of the pole finder, A-B, when the colouration of the liquid at one end will show which is the negative wire. The wires can then be attached to the terminals of the accumulator for the purpose of re-charging the latter. For charging large batteries, where the ordinary 16 candle-power lamp does not pass enough current, the resistance frame shown can be used in place of the lamp by means of the connection, C, and the process of re-charging will be greatly accelerated. The price of the adapter and pole finder, which is all that is necessary for, charging motor-bicycle batteries from the lighting current, is l0s 6d. The resistance frame costs £20s 6d.”

“THE JESMOND MOTOR-BICYCLE is made by the Jesmond Cycle Co, Newcastle-on-Tyne. The frame is a registered design, and differs from any other motorcycle frame on the market. The makers are enabled by this construction to place the engine in a vertical position, which is admitted by almost all motor experts to be mechanically correct. The method of attaching the engine to the frame allows the rider to get at both valves, cylinder and piston rings, so that he can clean and adjust without removing the crank case from the frame. Only three levers are used ; sparking advance, gas lever and exhaust lifter…The carburetter is a spray with a float feed, which gives excellent results. The coil is fitted close to the engine. The stroke of the engine is 65x70mm [232cc], 1¾hp; 2¼hp can also be fitted, which is 75x75mm [331cc]. The frame is built on Renold’s double butted tubing, with a specially made bridge steering column, and very large diameter front forks, which are also heavily butted and well fitted to the crown.”

SEVERAL OF OUR READERS have asked us whether petrol or motor spirit can be readily. obtained in India or the Colonies, and there being some doubt on this point, we wrote the Anglo-American Oil Co on the matter, and from their reply it is evident that the chances are it is not obtainable: ‘Dear Sirs, We regret exceedingly that we have no satisfactory information to hand you upon the question of obtaining petrol in India. We have often tried to ship consignments to the Far East, but can find no ships willing to carry it. We will again communicate with our New York friends with a view of learning if they can enlighten us as to supplies of petroleum spirit in India or other Colonies.'”

“PETROL IN INDIA. The Assam Oil Company, Blomfield House, London Wall, London, send us the following: ‘With…regard to petrol in India, we have to inform you that this company can supply it there in any quantity. We have supplied some motor works in Calcutta, and could always let any of your readers out there have any on hearing from them.”

“THE ‘FAFNIR’ MOTORS FOR cycles are being handled by Messrs G Strauss and Co, Upper Thames Street, London, EC. It develops 1¾hp with a 65x70mm cylinder [232cc]. It can be adopted in three different positions and will develop a maximum speed of 26mph. These motors are manufactured by one of the largest continental firms with a high reputation for the excellence and great accuracy of their workmanship. A useful little booklet, giving many useful hints on the management of motor bicycles, is supplied by the company. In addition to the small power motor they also construct various sizes for cars up to 11hp.”

“THE MOTORCAR CRAZE as a reason for divorce is not a fancy but a realised fact. A Chicago medical practitioner has two motorcars and his wife claims neglect on account of over devotion to them. The reason was sufficient to procure the lady a divorce, and the husband is now able to devote his leisure time to his cars.”

“SIR,—I TAKE THE LIBERTY of writing to you in the interests of the very large number of motor cyclists, present and prospective, who do not want to scorch. There has been a great deal written in your valuable and instructive journal from time to time about the high speed which the various makes of motor-bicycles are capable of attaining, but little or nothing of what, in my opinion, and I am sure in that of a very large number of motor cyclists, and those about to become so, would be a much more desirable mount than the present high-speed machine—I mean a bicycle geared to a maximum of, say, 15-18mph…I am quite sure there would be a big demand for a bicycle made on the above lines by a good maker, especially if the price were moderate. I will be glad to see the opinion of any others of your readers on the subject, especially if they go in for touring as I do.
‘Gareloch’, Helensburgh, NB.”

“NO LESS THAN 36 motor vehicles were used by the two Army Corps during the recent German manoeuvres; 20 of the vehicles were for the transport of officers and intelligence service, and 10 were transport trolleys, besides several Thorneycroft and Fowler road engines, which did excellent service. For the first time motorcycles were used for transmitting dispatches, and they earned high praise for their excellent work.”

“THE MOTOR CYCLING CLUB has decided to hold runs every Sunday throughout the winter and, as there are now so many motorcycles which can be relied upon to reach their journey’s end no matter what the weather be like, it is anticipated that the fixtures will be well attended. Another important decision which has been arrived at has reference to the direction of the runs. In view of the larger portion of the Motor Cycling Club being residents of the northern suburbs, it has been decide that, instead of the runs being in all directions round London as hitherto, they will be arranged for the northern side only during the winter unless the membership from the southern side increase to such an extent that the southern district runs can also be organised. Visitors are cordially welcomed at any of the runs, and one of the chief objects of the club is to develop the social side of motor cycling. The runs are not speed events, and any one having trouble on the road can be sure of assistance from fellow-members.”

“THE GENERAL APPEARANCE OF the Sarolea motor-bicycle is pleasing, the frame being built with symmetrical outlines. The motor is placed almost vertically in a loop formed in the main tube. It is of 1¾hp, and drives by means of the usual twisted hide belt on the rear driving rim. Only two levers are employed for regulating, one for the compression tap and the other for the spark advance. There are one or two notable improvements adopted in the construction of the motor. Thus the fly wheels are connected with the piston rod in a special manner, and the axle and bearings are of greater length than usual. The pinion and cam are outside the crank chamber, and can thus be easily got at. A 2¼hp motor is in course of construction and will be put on the market shortly. The carburetter adopted, and which is found to give very uniform results, is the ‘Fabriques Nationales’ Stenos type. Efficient brakes and mudguards are fitted to the machine.”

“ALTHOUGH MAKERS AT THIS time of the year are very cautious as to what they allow. to leak out in regard to their new patterns, it is certain that the standard horse-power of motor-bicycles will be increased very considerably. The Quadrant standard will be a 2hp, but they will also market a 3hp engine. Humber’s new engine represents 2¼hp, and they will also have a 3½hp for heavier or faster work. [As you’ll see, 3½hp models would become the backbone of the industry for years to come.] The Rex motor will be a 2½hp and it is stated that they will have a 3½hp engine, water cooled. The Excelsior 2¾hp will doubtless be the staple line of Bayliss Thomas, while the majority of the other makers will all doubtless increase the size of their engines.”

“TWO SEASONS AGO the motor-bicycle as a practical and reliable machine was almost unknown. True enough, the motor-tricycle was a thoroughly practical machine in the late nineties and quite a ‘boom’ in them was created, but it was a machine that just failed to hit the public fancy—a factor that was necessary to achieve success. But the motor-bicycle came forward out of comparative obscurity and at once achieved success; its handiness and simplicity gave it a good start of its three-wheeled rival. Much was learnt in 1900 and 1901 and it is interesting to follow up the development of standard machines. In 1900 the question of position of the motor was considered a great deal from the point of view of appearance and efficiency. The front position as adopted by the first Werners was looked upon by many as being the only one likely to survive, and at least two famous firms adopted it as standard: But a season’s experience soon proved that the front position was far from the best, and after much variation a position somewhere between the two wheels is now recognised as being correct. The question of what is the minimum powers permissible is still to some soon proved that the front position was far from the best, and after much variation a position somewhere between the two wheels is now recognised as being correct. The question of what is the minimum powers permissible is still to some extent an undecided one. The first motors, claimed as 1¼hp, were far from being efficient and probably rarely developed more than ¾hp, and for hill climbing this proved quite inadequate. The 1902 standard was 1½hp and the design of the motor underwent considerable modification, a season’s wear and tear showing that many of the details were wanting in strength. Most makers in 1903 will adopt 1¾hp as the minimum and it is noteworthy that the Minerva standard is to be 2hp. From the first the belt has proved that it was likely to hold the field as the best all-round system of transmitting the motive power to the driving wheel. Its simplicity and ease of detachment and repair have been points in its favour, and numerous as have been the attempts to perfect a gear or chain drive, they have not succeeded in displacing the belt in popular favour. True we have good representatives of chain and gear driving in the Humber and Singer machines respectively, and these have excellent features of their own, but most makers are designing next season’s machines with belt driving; the slipping drawback of the belt is being gradually eliminated by more attention being paid to the correct grooving of the motor pulley. Ignition mechanism will remain much the same in principle as before, but improvements in details will be numerous; chiefly in the direction of making the contact adjustment simpler and more certain, and accumulators will have greater capacity than previously. Perhaps the most striking departure will be the passing of the surface carburetter in favour of the jet or spray type by many makers; as experience has shown that it is less affected by atmospheric conditions and is more compact and economical than the surface type. The surface carburetter has undoubtedly done good work in the past, but owes a good deal of its popularity to the fact that it was the only type that had been experimented with to any extent in the tricycle days, hence makers adapted it for the motor-bicycle. There has been a distinct movement in favour of reducing the number of regulating levers required where possible but this is a detail that can be over developed, and it is noteworthy that one or two makers are re-introducing the throttle valve which was abolished at the designing of the 1902 patterns. The Minerva machine will be fitted with an important improvement whereby the sparking current is switched off when the spark is retarded beyond a certain point, and another striking departure is the fitting of a mechanically operated inlet valve. It has long been foreseen by many designers that the suction-opened inlet valve was not theoretically the best, because the action of a suction opened valve is directly proportional to the piston speed, hence when hill climbing and the motor is running slowly, the charge of gas that enters the cylinder is reduced just at the time it should be at a maximum; but loth to add more working and wearing parts to the mechanism, designers have not taken to it in the past.”

“‘WHEELER’ (CHESTERFIELD) WANTS TO know how it is possible to regulate the speed of the motor by means of an exhaust valve lifter, as he understands this is a better way than using the throttle. By lifting the exhaust valve slightly, part of the charge is released on the compression stroke, and also part of the force of the explosion escapes; neither is the suction so strong. By having a well-fitted Bowden wire exhaust lift fitted, the speed of the motor can be regulated very nicely.”

“THE CLYDE CYCLE AND Motor Co, Shenton Street, Leicester, were one of the first firms in the trade to really seriously endeavour to produce a frame suitable for the requirements of a motor-bicycle. Special features of their latest model, the design of which has been registered, are long wheel base with the weight of the motor parts so well distributed as to obviate any danger of side-slip. Large bearings are used throughout. The forks are made with a specially strong crown, which is fitted with long graduated liners, thus reducing the breaking strain to a minimum. The standard engine is a Simms 2hp made specially for the Clyde Company and is set in a vertical position. The Simms-Bosch magneto ignition is used and the firm state they have used this form of ignition for three years and have never known it to fail. The pump is placed at the side of the petrol tank and the engine may be lubricated without dismounting—a useful point.”

“A MOTOR-CYCLE RACE seen for the first time is a most exhilarating spectacle; but when the novelty of the thing has worn off one’s interest is apt to flag, simply because it is always difficult and sometimes impossible to ‘keep the score’. It will readily be seen that eight or ten cycles racing together round a track less than 600 yards in length, with velocities varying from 30-45mph, must of necessity overlap very considerably, and with overlapping comes confusion and consequent lack of interest…Much of its difficulty will no doubt be eliminated as…machines group themselves gradually into well-defined classes, and as handicapping becomes less of a toss-up than it must at present inevitably be…the number of starters in any race, scratch or handicap, should be limited to eight: a greater number than this seems to me to be dangerous.”

“MANY CYCLISTS, WHO HAVE ridden machines for years, view with surprise and disfavour a tax upon a cycle simply because it is fitted with a motor. Some, in fact, are absolutely ignorant of the tax, although ignorance of the law is no excuse for an offence against it. [This tax] is not a brand new one, but the old Establishment license V 32-33, V 14, as amended by the Customs and Inland Revenue Act, 1888, V51 and 52, c, 8, passed before motorcycles came to stay.”

“THIS POWERFUL MOTOR-BICYCLE is a type made by Messrs Sarge and Sabeck, of Berlin. Mechanically it is of very good design, the motor being placed in the centre of the frame in a vertical position. The motor (air-cooled type) is made by the well-known French firm of Buchet, it develops 9hp. The ignition is on the usual De Dion lines, the coil being fixed forward and the accumulator fixed between the bark forks and diagonal tube. The petrol tank is carried below the horizontal tube, and a spray carburetter is used. The drive is by means of a fiat leather belt on to a disc pulley. No pedals are fitted to this machine. The rider sits well behind the centre of the back wheel. The engine is minus a silencer. This machine has touched a speed of 55mph on the track.”

“IT IS A FANTASTIC VEHICLE, the 32hp tricycle which we illustrate on this page. It a speed monster of the purest type, and as such can hardly be surpassed. The extremely interesting photo comes from the well-known Paris motor firm Buchet, whose works produce what the French papers call the ‘bête de vitesse’. Buchet endeavours at all times to astonish the world by his speed, but in this tricycle he has produced a machine which is not equalled by any other motor vehicle now known. This machine is claimed to have—and we give the information with all reserve—a speed of 200 kilometres (124 miles) per hour. The first official test of the vehicle should have been made at the recent Gaillon Hill-climbing trials, but it was found impossible to start the monster uphill on account of the sharp incline. In spite of this it will not be long before Buchet upsets all the world records which, have been hitherto established. The most interesting feature is certainly the motor and the design for the transmission of power. What kind of a motor is it? Two cylinders without water-cooling, with smooth cylinder walls and radiating flanges only on the exhaust valve. At the end of the power stroke the cylinders are opened to permit a part of the exhausted eases to escape speedily into the open. The bore of each cylinder is 130mm (5⅛in) and the stroke of 160mm (6¼in) [4,245cc]. The horse power is 32.”

“THE BRITISH MEDICAL JOURNAL publishes a letter from a medical man who timely brings forward the merits of the motor-bicycle, and shows that it is a far more economical means of locomotion than a horse and trap. He also gives some good general hints on the handling of motor-bicycles.”

“BURGLARS ENTERED THE HOUSE of Mr AC Davidson, 366, Camden Road, N, and stole two motor-bicycles. They should easily be identified as one (the ‘Davidson’) was a new pattern, specially designed for the forthcoming Stanley Show, and has a frame quite different to any other on the market. It has also glass gauges let into the petrol and oil tanks and other improvements which the owner was working out. The other bicycle is an Ormonde of the well-known make, but has an additional Lucas valve attached to the oil supply pipe, and the top tube has had the enamel scratched off and touched up by hand. In addition, a Lucas acetylene lamp was taken and one of Salsbury’s latest pattern horns, which follows the shape of the handlebar.”

“A MOTOR CYCLING POLICEMAN is the latest Parisian sensation. He has to race motorcars transgressing the speed limit. Poor Parisians! Although surfeited with the automobile scorcher, the Parisians have now got to put up with road races, with the police breaking the law to catch law breakers!”

“THE ‘CORONA’ MOTORCYCLE is built by a German firm, and has become prominent as a pacing machine, the well-known record holder, Robl, using these motorcycles for long-distance pacing. The construction is simple and the appearance symmetrical. Special consideration has been given to the cycle frame, which has one bent tube from the front fork crown to the bottom bracket and up to the saddle. The motor is supported level with the bottom bracket and exactly between the two wheels to ensure freedom from vibration and side-slip. The power is transmitted to the rear wheel by means of a twisted hide belt, and should the purchaser be in favour of flat belts a substitution can easily be arranged. The 1¾hp motor is sufficiently powerful for general touring purposes, and all hills have hitherto been taken without any trouble. An automatic feeding spray carburetter is employed and the sparking ignition is regulated by turning the left side handle of the handlebar. The petrol tank holds about one gallon, sufficient for an average journey of 100 miles. The total weight of the machine is 94lb.”

“AMONGST THE MOTORCYCLES AT the Hamburg Automobile Exhibition, the Adler attracted much attention. Of German motorcycles it is said to be the best, and a great advance on former constructions hitherto produced by that country. It is not a motor built into an ordinary cycle frame, but a motor-cycle in which the cycle has been designed to suit the motor. Petrol tank (6) and ignition coil (5) are together; the lubrication oil tank (9) are placed together in one case, of the smallest possible dimensions, to give the machine an elegant and light appearance. The carburetter (2) and the exhaust muffler (4) are placed so as to be easy of access in case of trouble. The oil pump (8) rests behind the steering tube on the left side of the tank, so that the rider can employ it when going at the highest speed. The Adler motor is of original design, constructed at the Adler Cycle Works, at Frankfort-on-Main, has two nominal horse-power, which can be slightly increased when needed. In nearly all cases the power Is sufficient for hilly roads, and a speed up to 30mph is claimed. The spray carburetter has a throttle valve regulating the fuel consumption according to the requirements of road and speed. The accumulator (6) is of sufficient dimensions to run 1,2000-1,800 miles. The 26in wheels have 2in pneumatic tyres, and the rims are exceptionally strong. The motorcycle has a front wheel band brake regulated by hand and a rear wheel band brake, which only acts when the cranks are in certain fixed positions, to avoid the brake being applied by accident.”

“THE FIRST MOTORCYCLE RACE in Spain cannot be called a great success. Of the seven entries only two appeared at the start, and of these one had to give up en route, owing to a break-down, leaving the victor to finish the distance of 200 kilometres on the execrable Spanish roads, in 8hr 7min—the first Spanish motorcycle record.”

“A WELL-KNOWN LONDON ENGINEER has drawn up a scheme for the construction of an automobile highway through the centre of England from London to Carlisle, and then on to Glasgow, Edinburgh and Inverness. He proposed that the road should have a concrete foundation and a surface of specially hard creosoted wood blocks, with asphalted joints, the surface curvature being sufficient for thorough drainage. The central part would be exclusively used for motorcars, and the sides for motor cyclists and cyclists.”

“THE MACHINE ILLUSTRATED is the speciality in motor-bicycles brought out by Motor Wheels, Euston Road, London. It departs entirely from conventional practice in design, the whole of the motor gear being carried by the front forks. Tho motor is a Simms, fitted with magneto ignition, and the drive is by a Crypto gear to the front wheel axle. The petrol tank, carburetter, coil and accumulator are supported on a bracket attachment carried by the forks. A stout flat spring fixed between the handle bar and stem reduces the vibration considerably. Whether or not a machine of this type would be liable to side-slip badly is a doubtful point.”

“THE ASPECT OF THE two great cycle shows is changing. Whilst it would be quite inaccurate to even suggest that the bicycle is becoming supplanted by the motor-bicycle, it is an undoubted fact that, at both the Stanley and National Shows, the motor-bicycle is predominant. On almost every stand at least one motor-bicycle is shown: and some of the exhibits consist of nothing but motorcycles and their appurtenances. One only needs to carry one’s thoughts back to the Show of about three years ago and to recall that single Minerva motor-bicycle shown, in a very half-hearted way, on the corner of a somewhat obscure stand. Its black carburetter case and glaring red lettering gave the machine a shoddy appearance, and many were fain to remark upon the undesirability of trusting their precious lives upon such a toy. But a couple of quick turns of the chronological kaleidoscope have entirely changed the view, and we can now realise to an extent (it may be to only a small extent) what a vast future there is before the motor-bicycle.”

“THE 26TH STANLEY SHOW is now open to the public …One of the most noteworthy points of interest is the prevalence of the motor-bicycle…the advances that have been made in construction and in details since last year show how rapidly things are moving towards the development of this handy form of motor vehicle. Peugeot Frères. The diagonal form of motor is adopted by this firm for their motorcycles, and is of 2hp, but with a very low weight of 77lb only. It presents much the usual appearance, but differing in many respects in a large number of minor points, where the comfort of the rider has been studied. Ariel Motor Co, Bournbrook, Birmingham. The New Ariel motor-bicycle has a 2hp engine, vertically bolted into the frame between the bottom bracket and front wheel. The steering head of the bicycle is strengthened by the addition of an outside tube from the front fork crown to the clip at top of head. The Ariel engine has the sparking plug screwed directly into the centre of the combustion chamber. A large tank is fitted in the frame, which holds two gallons of petrol, the bottom of the tank composing the well-known Ariel carburetter, holding a quart of spirit. Bradbury and Co, Oldham, have in their new motor-bicycle struck out on somewhat new lines. The engine is placed vertically, and the case of the engine is a malleable casting in which the whole of the lugs and the crank bracket shell are included. Consequently the crank case of the engine can, without any fear of fracture, be used as part and parcel of the frame. The pulley side of the crank case is an aluminium plate. The cylinder dimensions are 66x76mm (260cc). The cylinder is cast in one piece with the head, and the silencer is placed close to the exhaust outlet. A surface carburetter is provided, but a spray is optional. The connections for the wiring are exceedingly simple and effective, as they are effected by spring snaps. The girder front forks are particularly good. On a 2½hp machine shown there is provided an extra rear seat readily attached and detached, and carrying an extra tank, with compartments for both oil and petrol. The rear passenger places his feet on a pair of pedals provided for the purpose. A well-designed trailer is exhibited, and

a motor-bicycle driven by a Clement engine with a chain drive is also shown. Lycett’s, Birmingham. This firm is showing a good collection of tool bags and saddles. The Ark Motor bag shown, which, as its name implies, is somewhat in the form of a Noah’s Ark, is provided with two sets of straps, so that it may be fitted to the back of the saddle or upon a carrier. It is fitted externally with a small pocket at each end, and internally with loops and pockets for tools, repair outfit, etc. It also has a strap to carry a cape on top. Another bag shown is divided into two parts, one being for an accumulator, and the other for tools. This latter is made to be carried by the top tube of a machine. Enfield Cycle Co, Redditch, show two quads, one tricycle, and three distinct patterns of motor-bicycles. One of these has the Minerva engine and fittings, with mechanically-operated inlet valve, the speciality being the Enfield front forks. No 2 has a 2hp air-cooled engine bolted vertically in the frame, in such a forward position that the pedal cranks miss the belt and contact breaker, so that bearing width in the engine has not been sacrificed. The third machine has a 2¼hp water-cooled engine, bolted vertically in the frame…The timing shaft issues from the crank case and carries a driving chain wheel containing a spring clutch, from which the drive is conveyed to the back hub by a special chain. The front compartment of the tank contains the cooling water, one and a half gallons being carried; 18ft of ⅜in aluminium piping, formed into a radiator, is coiled in the space between the tank and down tube. The weight complete, with petrol and water, is 140lb, speed 30mph. This, however, can be easily altered by changing the rear sprocket wheel. South British Trading Co, London, EC. This firm is showing two new pattern powerful 20th Century lamps for motorcycles. They are

both fitted with large parabolic reflectors, made of aluminium rolled on brass, and are very powerful light-givers. One of these lamps is for oil and the other for acetylene. This firm is also showing some useful wrenches, having curved handles, specially suitable for motorcycles. Carlton Motor Co, Cricklewood, NW, have a full line of finished motors of 2hp, 2½hp and 3hp. Complete sets of castings are supplied, and these are of excellent finish and design. The well-known Carlton carburetter has undergone considerable improvement, with the addition of a positive measured petrol feed, and this ensures very economical working. The makers will readily adapt them to any make of machine. The firm undertake all kinds of repairs to motors, and guarantee their work in all respects. Osmonds, Birmingham, show three specimens of Osmond motor-bicycles. In these the engine is clamped to the tube from head to bracket, the outside fly-wheel balances the weight of the engine, so that the total weight is central; drive is by twisted raw hide belt, running over a jockey pulley on the main tube. The claim of Osmonds is, not that they have produced a racing motorcycle, but that their machine is still a bicycle, with the addition of an engine capable of propelling the machine and rider at the rate of 30mph; the weight of the complete machine is only 72lb. Another pattern is shown having a chain drive and a two-speed gear, the engine being in the same position as on the previous machine, driving by chain to an additional bracket, placed a few inches in advance of the usual bottom bracket; this extra bracket carries the two-speed gear, which is on the sun and planet system, giving a reduction from high to low of 25%. This enables the machine to mount any hill. The Birmingham Pneumatic Tyre Syndicate, Birmingham. The Woodstock motor tyre has bands of steel in sections in the edge of the tyre, and when in position these stand vertically in the rim. They are held in position and prevented from slipping in the bed by means of bolts, which engage with them through holes pierced in the rim. Chambers Engineering Co, Birmingham, show three Royal Mail motor-bicycles. Number 1 has a Clement-Garrard engine driving through chains, a cross framed cycle being used.The second pattern has a 2¾hp engine in the vertical position, also driving through a chain. The third pattern has a 3½hp engine in a vertical position, and with outside fly wheel, spray carburetter, large petrol case, and battery tank belt drive, whilst the control is by two levers on the handlebar. This machine is a fine piece of work…Chambers Engineering offer a very simple spring transmission device for their chain drivers. This was simply a large-diameter hollow chain-wheel boss, having a series of segmental compartments, each containing a rubber block. These were compressed by the pull of the chain and pressed up against two arms carried by the wheel hub, and thus transmitted the power to them. The movement of the chain-wheel around the hub was about ¾in either way, and there was no lateral movement whatever. Humber, Beeston and Coventry. Seven motor-bicycles are shown, all of the Standard Humber chain-driven type. A resuscitated Olympia tandem is on view, with 3hp engine, chain-driven, spring seat-pillar, and a luxuriously upholstered wicker seat between the front wheels, in which a passenger (lady

preferred) can be carried. We might just remind novices that the engine is hung on four pillars which replace the usual tube from head to bracket: the drive is taken by chain No 1 from the engine cog wheel to a large chain wheel on the bottom bracket spindle; inside this chain wheel is a smaller one, also fitted on the spindle, but running on a free-wheel clutch; from this chain wheel chain No 2 runs to the back wheel hub. On the other side of the machine is chain No 3, which is used solely for starting purposes; chains Nos 3 and 2 are interchangeable as to length, so that any undue stretch in chain No 2 is counteracted by swopping chains. Free engine is obtained, so that the engine can be idle when the machine is running downhill, and so get an additional chance of cooling. Ample brake and mudguard accommodation is provided on all Humber motorcycles. Clarke, Cluley and Co, Coventry, show the Globe motor-bicycle, with a trailer attached. The engine of 2¼hp is placed vertically in a loop frame: it has a spray carburetter, large tank, and battery and coil case and two brakes. Ross, Courtney and Co, Upper Holloway, N. Like all enterprising cycle accessory people, this company are now catering for the wants of the motoring public, and have a display which includes lubricators, horns, lamps, valves, etc. Special productions of theirs are tyre inflators, and among the several specially adapted for motor work we noticed a foot pump fitted with pressure gauge registering up to 100psi. Stanley Feast and Co, London. The main feature to which attention is drawn at this stand is the ‘SF’ repair band for motor tyres. It consists of a thin pliable band, from 3½-4½in wide, and is intended for the quick repair of bursts, cuts, gashes, or weak places in outer covers. One end of the band is placed under the wired or beaded edge of the tyre, the other end slipping under the opposite edge. Tyre repair outfits, solution, and tyre cements are other specialities of this company, who are also introducing an enlarged model of their ‘SF’ tyre remover and spanner. Ormonde Motor Co, London, W have a fine show of motors of 2¼ and 2¾hp, all of which are fitted with the Kelecom engines, in a vertical position, fastened in the rear section of the frame. The engine rests upon the stays, and is clamped to the seat pillar. Specially strengthened head and

font forks are fitted. The silencer is carried underneath the bottom bracket. The tank capacity is 7 quarts, capable of driving the machine 170 miles. A special indicator fitted on the outside the tank is moved by a float in the petrol and shows the exact quantity in the tank. The contact breaker and valve lifter are combined, working with a twisting handle. The control is effected by two levers, for advancing sparking, and one for the throttle. Automatic lubrication is fitted, and a light gauge for the oil is fitted on the back tank. A lady-back motor tandem is also to be seen, fitted with a 2¾ Kelecom engine. The Ormonde fore carriage is exceedingly well designed. It is quickly attached and detached, and on removing the front wheel of the cycle and fixing up three clamps, a cycle is converted into a three-wheeled two-seated car. Maurice Knapp, Dunstable, Beds, shows the M&P motor stand and luggage carrier, serving the dual purpose of a stand and home trainer, and also when turned up as a luggage carrier. When not in use it can be folded up. It also affords the facility of removal of the wheel, a thing to be desired, whenever the puncture fiend should be about. We consider a stand of this nature an absolute essential. Bransom, Kent and Co, London. A motor-bicycle of parts made by this firm is on view fitted with a Minerva engine. A number of engines of various makes are on view, amongst which is a genuine De Dion motorcycle engine, which has only recently been put on the market. A very neat oblong metal case to carry a spare accumulator is shown, fitted with clips to attach it to the frame of the machine. Several forms of new lubricators are on view, also spare petrol tanks, carburetters, and a small oval-topped funnel which can be readily carried in the tool-bag. EM Bowden’s Patent Syndicate, Brook Street EC, show a frame with a special cradle to take any

design of engine. The pedals and chain wheel are placed ahead of the engine, thus making a lengthy wheel-base. The machine is driven by chain and Bowden clutch, with the ordinary form of conical faces, but thrown in and out of gear by the Bowden wire, which permits a free engine at will. The claim that this firm has a design of machine adaptable to every form of engine operated entirely from the handlebars by the well-known Bowden system is clearly evidenced, as they show the frame fitted with various well-known makes of motors. A handy system of lubrication, which enables the rider to accurately measure the quantity of oil delivered to the crank chamber, is smart. It consists of a glass cylinder with a central rod or spindle having a valve at each end, and when screwed down the oil enters the chamber from the tank. The Clissold Cycle Co, London. Double stand for use when cycle is standing or at rest. The handlebar being fitted with a roller and cord permits of the drawing up of a pair of small wheels attached, to a bracket, to be used in traffic and slow riding when it is required, either to stand still or proceed so slowly to render the balance difficult. D Citroen, Holborn Viaduct, EC. Minerva motors are this year displayed on a well-designed and somewhat ornate stand, and an excellent, effective show results. The motors shown are the new 2hp. Minerva, the 2½hp Minerva and the 1¾hp Romania. The new 2hp engine is full of improvements. The notable alteration is in the mechanical operation of the inlet valve, which, although opinions may differ, is unquestionably an effective, reliable and efficient method for the induction of the gas. J van Hooydonk, Holloway, London N. One the earliest makers in the cycle trade to recognise the claims of the motor, J. Van Hooydonk has reaped the reward of his enterprise, and has had the enjoyment of selling Phoenix motor-cycles in large quantities, and wherever the Phoenix has gone it has given pleasure and satisfaction to its owner. Mr. Hooydonk is in every sense a practical motor engineer, and his machines, therefore, bear the stamp of his genius, which has been directed to the simplification of the machine, of the work of driving, and of repair or adjustment when need might arise. The 2½hp machine has a l.onguemare carburetter, with levers to adjust both air and gas, and the admission of hot exhaust gas for warming the carburetter can be regulated as necessary. The silencer is particularly good. [Also on display is] the Smith Two-roller Spring Seat-pillar, which has been invented to help overcome the vibration trouble. Another exhibit is the new patent Anti-vibrating Handlebar, in which the springs, being very soft, respond to the merest unevenness of the road. The Swain Patents Syndicate, Horwich, Lancs. Here are to be found the Swain and Horwich Tyres. The special advantages claimed for these are durability, speed, ease of manipulation—there being no wires—and freedom from punctures. They are built up expressly for motor work. Clipper Pneumatic Tyre Co, Coventry. Here are found motor tyres of all descriptions, their speciality for motor-cyclists being the Reflex motor-bicycle tyre, which is made in 26 and 28 by 2in sizes. Continental Caoutchoue and Gutta Percha Co, Holborn Viaduct. A good show of motor tyres will be found here. The company are making a speciality this season of repairs to all kinds and makes of motor tyres. Palmer Tyre, Birmingham. The well-known Palmer Fabric is used, every thread being separated and cushioned in vulcanised rubber, which renders them very resilient. The tread is very thick and almost puncture-proof, ordinary tacks failing to find their way to the inner tube. The Palmer is moulded to a special shape, so that when inflated, the rubber is under compression, and the tyre takes a form entirely different to that of other tyres. This perhaps accounts for the absence of side-slip, which is practically unknown with this new tyre. Cheswright and Co, London, show the Lamaudiere motor-bicycle, constructed by the French company of that name, of Paris. The engine forms in itself part of the frame, viz, the diagonal, has an outside fly-wheel and is of 2¼hp, driving with a raw hide twisted belt, the underside passing over a jockey pulley, which can be adjusted from the top bar by a lever with a ratchet stop action. The spray carburetter is of novel form, the spirit being delivered on gauze wire; there is an adjustable drum above the gauze wire which regulates the air supply, and is operated by a lever on the top bar. The carburetter is enclosed within a chamber, which is heated by the exhaust gases. Alcohol or other spirits can be used with this carburetter. Steiner and Co, London, EC. A very large range of horns is here shown, with one of which is combined an oil lamp, placed in the mouth end; another shows an acetylene lamp combined in the same manner. The Powerful and Motocyclite acetylene lamps, both of which burn six hours, and the Belmont, which has made a reputation, are three good lights. The Garrard Mfg Co, Birmingham, have five complete machines on show, and the actual four-cylinder machine that went up Gaillon Hill at 62mph. There are two of the chain drivers and one belt drive pattern shown. The well-known featherweight motor is shown in section, and all the parts can be readily inspected. The two-speed gear machine and parts can also be critically examined. The chain driver, with two speeds, has been exhaustively tested, and is a really, fine piece of work. The London Machinists Co, Kingsland. This firm show the Royal Sovereign motor-bicycle, built throughout in their factory at Kingsland. The engine, which is vertical, is contained in a horizontal loop, to which it is securely bolted. The forward part of the loop is brazed to the main down tube, whilst the back part forms the bottom bracket. Surface carburetter, silent exhaust, and one lever controls the valve lifter and advance sparking. The wheel base is extra long, and a very steady machine is thus secured. Goodyear Tyre and Rubber Co, Tabernacle Street, EC. This firm are making their special motor-bicycle tyres in sizes 26×2, 28×1¾, and 28×2. The system employed in fastening is their well-known form of braided wire, ie, a flat band of fine braided wire, which lies in either edge of the outer cover. The act of inflating the cover decreases the circumference of the band by increasing its width. This causes the tyre to contract on the rim. The Crypto Works Co have five motor-bicycles on show. These include three Crypto 2¼hp and one 2¾hp machines, and a featherweight, fitted with the Clement-Garrard motor. An ingenious switch and combined exhaust valve lifter is good. A special Longuemare carburetter is used, and the Lincona belt fitted. The petrol tank is of neat design and large capacity. The control levers are within easy reach of the rider’s hands on the horizontal tube. Alfred Dunhill, London, NW. The name of Dunhill has become a house-hold word in the motor-cycling world, as the moment one takes up motor-cycling it must not be forgotten that the extra speed attained necessitates extra clothing, and Mr Dunhill is the man who has set himself out to supply the requirements in the most thorough manner. We have not space to refer to his many productions in the way of caps, goggles, leggings, etc, and must select one or two for special mention. We first inspected the MC Semi-Breeches in cloth-lined twill material, and also in leather. These breeches are in the form of overalls, and whilst having the appearance of knickers, can be much more readily put on and taken off. One of the most useful of Mr Dunhill’s articles for the use of motor-cyclists is his Umbrella Cape. There are no buttons on this whatever. You just stick your head through a hole, and there you are! It consists of a long loose cape of waterproof material, the neck consisting solely of rubber. The cape folds up into a very small space and should find a place in all motor-cyclists’ outfits, as it proves invaluable when the elements suddenly turn unkind, and the rain begins to fall. East London Rubber Co, London, show a bicycle fitted with the Kerry engine in a loop which allows the engine to be placed low, and at the same time sufficiently forward to get

a good length of belt drive. An automatic carburetter is fitted. The main feature aimed at has been to produce a neat machine coupled with cheapness, 38 guineas retail. At the same time, nothing has been sacrificed as to strength and simplicity. The Bowden Brake Co, London, provide excellently for the braking of motorcycles, the famous Bowden wire being made of extra strength. The new Bowden front rim brake is made in two forms, one actuated by a lever, and the other by the Bowden wire. In the latter a very neatly-concealed spring is used, and the brake should become popular in either form. Both are very easily attached. Imperial Cycle and Motor Co, Birmingham. The motor-bicycle on show at this stand has a neat appearance, the case, containing the accumulator, trembler coil, petrol, lubricating tanks, and carburetter being of polished mahogany, a contrast to the metal cases we are so accustomed to see. The machine is fitted with a 2hp engine in the inclined position. One lever operates the compression, mixture and sparking. The tank will hold sufficient petrol for a 100 miles ride. An automatic lubricator is fitted, and a very efficient silencer is carried underneath the bottom bracket. Price £42. Salsbury and Son, London, WC. This firm entered early into the supply of motor accessories, and a very large range of such articles is shown here. The new rear light lamp, of insignificant weight, with red light, is a useful introduction. Leather coats and breeches, lighter than the usual sort, are introduced. A very powerful but neat horn is shown, the trumpet portion being bent to the form of the handlebar. The Invincible oil lamp for motor-bicycles is excellently designed for its purpose, and has an oil well of extra size. The EIC sparking-plug is sold by this firm. The Reliance Engineering Co, Southampton. ‘Death to Vibration’ is the motto this company has adopted, and so far as motorcycles are concerned they claim to have overcome this by means of their ‘NAB’ anti-vibrating seat pillars and handlebars. The seat pillar consists of a combination of spring and balls, which not only absorb the vibration but the balls surrounding the plunger, serving he purpose of breaking up the friction at any point of contact, so ensuring the perfect working of the spring. The Reliance Company have also adapted their arrangement to handlebars, with the result that motor-cycling over bumpy roads on a machine fitted with these ingenious devices loses much of its disagreeableness. The Triumph Cycle Co, Coventry, show their specially built frame fitted with the latest pattern Minerva engine, and they have fitted a very clever arrangement for regulating the throttle valve. A rod is fitted to the top rail to the throttle valve, the top end being serrated with a number of notches into which

engage a small spring governing the amount of lifting. Oldsmobile Co, London, show a motor-bicycle fitted with the Royal motor which is mounted within four tubes, which form the underside of the seat pillar. It has a steel cylinder, whilst the radiator fins are vertical and hollow, allowing the air to pass up freely. These fins are brazed top and bottom of the cylinder. The Royal atomizer is used, which is composed cf double chambers; these effectively spray the petrol. A novel form of silencer consists of a tube stopped at the end, having a large number of minute holes, the whole tube being bound with copper wire. The result is an almost complete absence of noise with the exhaust ; 42 ampere hour accumulators are supplied, and the petrol tank is for 110 miles running. Two brakes of powerful construction are fitted; the whole of the working is done by two levers, close to the handlebars, the switch being on the left-hand. The drive is by one chain alone. Werner Motors, Regent Street, have a very fine exhibit, comprising 11 machines. The Werner design has been still further improved for 1903. Two powers are shown, viz, 2hp and 2¾hp. The carburetter is now fitted with a throttle, and is much neater than last season. All machines are Paris-built throughout, and the finish is most excel-lent, and will satisfy the most critical inspection. The tank has been altered in design, the accumulator being now placed in a centre compartment, and the capacity of the largest size tank is 150 miles. The tyres are Dunlop motor-bicycle, specially made for the Werner Company. Lubrication details are also improved. C Lohmann, Aldersgate Street, London, EC. Here we find the well-known Perfecta acetylene lamp, which has given such satisfaction that no alteration has been found necessary. Motorcyclist tool-bags are also on view. WA Lloyd’s Cycle Fittings, Birmingham. A motor cycle is exhibited, fitted with one of their own make 2hp engines in which the cylinder and head are cast in one piece. The bore is 2⅝in and the stroke 2⅞in. The connecting rod end is made in two parts to provide for adjustment on the crank pin. A combination hub, having a ball-bearing ratchet free-wheel without springs and a large silencer make up a motorcycle which will no doubt give general satisfaction. The Chase Cycle Co, Birmingham, show a motorcycle, 2¼hp horse-power, fitted in a vertical position within a loop of the frame, of which one side forms the double top bar, and the other joins the loop for the motor. Automatic petrol regulator and carburetter, one-lever control for exhaust valve and advance sparking. The engine is placed in front of bracket to ensure a long belt drive, and an outer ball-bearing on the driving pulley is provided, which prevents straining of the crank shaft. Miller and Co, Birmingham. The Edlite, the lamp specially adapted for motorcycles, is now fitted, when desired, with a prismatic lens. It is made in two sizes. A combination red and white light lamp is shown in which the red glass normally attached in front of the reflecting cone may be turned on its hinge against the side of the lamp, out of the way, and is retained in this position by a catch. The transparent lens is fitted at the inner end of the reflecting cone, which is held in position by a split spring ring, thus enabling the cone and lens to be removed for cleaning. The Kitto Automobile Co, Chiswick, SW. The machines shown by this firm are of their well-known narrow type, and adapted so that the engine takes the place of the usual pillar tube, it being fixed at the bottom end to the bracket and the down tube, and at the top end by a clip into which the seat pillar fits. The engine is 3¼hp, and has combined mixing valve and throttle, or can be supplied with a float feed and spray carburetter. The top tube carries the lubricating oil, and the engine is supplied by a small force pump. There is a single lever to control the exhaust valve lifter and advance sparking. An exhaust box, capable of being cleaned, is an advantage. RW Coan, Myddelton Street, Clerkenwell, EC, shows all kinds of castings in aluminium. Various novelties in the form of souvenirs, badges, medals, etc may be seen here. Aluminium crank cases for motorcycles are made by Mr Coan, who guarantees that castings can be made from a customer’s own patterns in a single day. JN Birch, Nuneaton, shows two motor-bicycles, one fitted with Simms’ Magneto in conjunction with Birch’s advance sparking apparatus. This machine is constructed with Birch’s patent combined crank chamber and bottom bracket built in the frame; surface carburetter, belt drive, Birch’s disc hubs, and compound brake. The other has a surface carburetter, wipe contact, accumulator, trembler coil, and self-compensating contact. John L Thomas, Barnet, Herts. The Celeripede motorcycle, fitted with a 1½hp Celerimobile engine, 62mm bore and stroke [187cc], with a two lever control and spray carburetter, should prove a good investment at the moderate figure of £40. Fitted with a Minerva 2hp (1903) engine, the same machine is listed at £45. The weight, 89lb, does not appear to be excessive. A motor-tandem (also called the Celeripede), and fitted with a 1½hp Minerva engine, belt driven, is also on view. Any of these machines may be supplied with a patent spring fork, which is fixed to the front hub spindle, and by means of which vibration is very considerably lessened. The Birmingham Small Arms Co, Birmingham. While not taking up the manufacture of motor-bicycles themselves, the well-known BSA Company are not overlooking the growing popularity of the motor-propelled machine. A set of cycle fittings, specially adapted for the building up of motor-bicycles, was introduced last year. To meet the demand for a frame to stand the strains of the increased power of the motors now being used, and the consequently larger size of tyres, a new set of fittings has been introduced for the 1903 season. Special attention had been devoted to the question of the strength of the front fork. The BSA Company have no fear of its use with motors up to 2½hp. Sutherland & Marcuson, Chandos Street, WC, show some of their latest Umpire ignition cells, also various types of Umpire batteries and accessories. In conjunction with their batteries this firm are now sending out an improved form of variable resistance, which it is claimed supplies a long-felt want. New Coventry Eagle Co, Coventry, have struck out on entirely new lines. A big loop frame with long wheel base is used, and the motor is placed well forward of the crank bracket in an upright position. The engine develops 2¼hp, has a one-piece cylinder and combustion head, and is fed through a spray carburetter. The silencing is intended to be effective, and certainly we have not yet seen so large an exhaust box on any other machine. The tank is capable of holding 1½ gallons of petrol, and space is allowed for battery and oil, whilst the coil is carried by an aluminium bracket. The oil feed is by gravity, and is visible to the rider. Transmission is by a V-shaped three-ply belt. Ample brake power is provided, and both the front rim brake and back Bowden brake are operated from the one lever. The front forks are of the accepted girder pattern and the mudguards are of ample width. The 2¼hp engine sells at £50 with a 1¾hp engine at 45 guineas. The whole of the workmanship and design of the 1903 Coventry Eagle are distinctly creditable to the manufacturers, and we anticipate a very big demand for the machine. The new motorcycle trailer has a fine carriage built body, with big storage room for touring purposes.

An important feature of this trailer is that it is reversible. Davis Allen and Co, London EC. About half a dozen Mitchel motor-bicycles are staged. This machine, although an American production, is already well known in this country. Suffice to say that the motor is a 2hp, and is located within the frame on the lower tube, driving the rear wheel by a belt. WR McTaggart, Dublin, show the FN motor-bicycle. This year the power has been increased to 2hp, the weight of the machine even now being only 90lb. The engine is placed vertically by means of an ingenious hoop in the lower diagonal of the frame, this enabling a longer belt, which is of the flat type. The advance sparking lever is provided with a series of nicks, which not only keeps the lever in position, but enables the driver to regulate the explosion to a nicety. The Princeps Autocar Co, Northampton. The whole machine is of different design and construction to that lately made by this firm. The single cylinder is of 2¼hp and is cast in one piece, with top radiators going to the centre to effect the greatest amount of cooling. The crank chamber is bolted to the frame by tee-shaped feet, having four bolts in each, thus making the frame and engine very rigid. A special form of combined float-feed carburetter and regulator is fitted. An entire absence of wiring and levers render this machine extremely pleasing to the eye. A slight movement of the front lever serves to break the current. The engine drives either by belting (Lincona) or by chain gear. This firm is also showing a twin engine of 4hp, fitted vertically in a similar manner to the single engine, with the advantage of its occupying no more space than the single type. It also shows an expanding form of a motor pulley of the V-type. By pressing together of the sides of the V the belt is forced outwards, thus giving an increased speed of some of some 25% as a maximum; it also gives a free engine. In the chain-driven type a spring compensating wheel is used to take up the jar of starting with a friction clutch to give a free engine. The inlet valves are either fitted to work mechanically or automatically, according to the desire of the purchaser. JB Brooks and Co, Birmingham. A very large show of saddles of

all descriptions suitable for motorcycles. Their B85, size 3, are specially designed for those ladies who aspire to motor-cycling [bigger? smaller? We will never know—Ed]. They also make a special back rest for the riders who desire to take things easy, which can be fitted to either ladies’ or gent’s saddles. Harry S Roberts, Deanshanger, shows the Royal Condor frame with latest pattern 2hp Minerva, fitted in the usual manner to the down diagonal. The frame is specially designed to take the extra weight and strains, the front forks being trussed up. It is fitted with a New Departure back-pedalling hub and brake on the back wheel, with an ordinary rim brake on the front wheel. One lever controls all the operations. The new pattern Minerva engine has all valves mechanically-operated. The drive is by a twisted hide band on to a wheel secured to the spokes of the back wheel. The tyres are 2in motor Dunlops. Listed at 40 guineas, this machine should command a ready sale. Phoenix Accumulators, London have something distinctly novel in light-weight and high-capacity accumulators. The positive electrode is contained in a cylindrical vessel of porous earthenware and this vessel is hermetically sealed, thus the positive element is indestructible. The negative electrode is also cylindrical in form, consisting of a core of lead surrounded with the oxide of lead. This is then placed complete in a porous vulcanite case, so that this electrode is also well protected. Very high efficiency is claimed for this battery. Encore Cycle and Motor Co, London. This company exhibit the Trexo trailer; a very neat, twin-tube frame of peculiar design, giving, with a minimum of weight, the maximum of strength.A good, powerful rim brake, operated by the foot, is fitted, working on both wheels, so as to give the rider in the trailer control over the trailer. A particularly good form of universal joint is fitted, having a fairly strong spiral spring behind the joint. The wicker bodies are strong and well-made, and the comfort of the passenger is fully considered. CR Base, London, have on show clothing of all kinds suitable for both lady and gentleman motorists. A very nice overcoat will be seen here, double-breasted, with lapels forming a Russian collar, which can be turned down, giving the appearance cf an ordinary overcoat. Zibeline coats for ladies’ wear are also on show. The latest things in the way of leather vests, also all kinds of leather-lined suits, will be seen here. GT Riches and Co, Gray’s Inn Road, London, EC, have an excellent show of motor sundries, including some interesting electrical accessories. Amongst these are the brake lever interrupter and an automatic lamp connection to enable anyone to charge an accumulator from the electric light supply. The firm are bringing out a high-tension dynamo igniter for motors, particulars of which can be obtained from the attendants. All types of contact-breakers are shown, also pulleys, belting, electric wire, sparking plugs, test lamps, voltmeters, accumulators, etc. The new grease remover ‘Plaxine’ is also to be seen. Alldays & Onions, Birmingham are showing a motor-bicycle and a couple of the ‘Travellers’ which have proved so popular. The engine of the motor bicycle is of 2hp, and is placed vertically just in front of the crank bracket. The petrol tank is of special design. A spray carburetter is employed, and the transmission will be by means of a flat belt. The Traveller is a three-seated car, two seats at the back and one in front. Frank Parkyn, Wolverhampton, show a motor-bicycle fitted with the Minerva 2hp engine with mechanical valves. The frame of the machine is extra strongly built ; particularly noticeable are the large hubs, the rear hub having a New Departure back-pedalling brake fitted. The Scottish Tyre Co have a complete show of bicycle and motor-bicycle tyres. These are fitted with both the adjustable and the endless wires, and multiflex linings. In the Scottish tyre ‘de Luxe’ for motor-bicycles the rubber and fabric are vulcanised together, and these are of extra strength. Roman Rim, Birmingham. Motor rims are shown here, the special feature being their lightness; they are made from an aluminium alloy, which is always bright, and considerably lighter than the ordinary steel rim. When tested these rims were proved to be stronger than the ordinary rims. E Blundell, Shropshire. On this stand will be found a liquid patching tyre cement, an entirely new composition for repairing inner tubes or outer covers of bicycle or motor tyres without the aid of rubber or chalk. To repair a puncture or burst it is only necessary after sand-papering the tyre to place a small quantity over the hole, allowing it to dry, when the tyre may be inflated. The material is called ‘Patcho’. The Glencairn Motor and Cycle Co, Wandsworth, have a specially designed motor-bicycle on view that is designed for the South African market. It has a 1¾hp motor fitted with the FN spray carburetter. Other features are the Glencairn belt, valve lifter, special front wheel rim brake, New Departure back-pedalling hub brake, BSA cycle fittings and Clincher tyres. This machine sells at £35, and looks remarkably good value. The Clincher Tyre Co, Edinburgh, have a complete exhibit of their celebrated tyre, which has attained great popularity for motor-bicycle work, in fact, the greater part of the machines on show are fitted with it. The chief features of the tyre are the ease of detachment and extra hard wearing qualities. Instructive booklets describing the history and method of manipulating the tyre, etc, are obtainable at this stall, and these should be in the hands of every-one interested in detachable tyres. We have had good results from the Clincher on a motorcycle. Dalton and Wade, Coventry, have a complete show of motors, castings, accessories and Minerva tank fittings. Sections of cylinder castings, gun metal, lubricator castings are also shown. Motors for cycles of 1¾, 2¼ and 2¾hp, thoroughly well made and finished, will interest the trade. The Jesmond Cycle Co, Newcastle-on-Tyne, are exhibiting three motor-bicycles of 1¾, 2¼ and 2½ with water-cooled heads. The frame is a loop pattern, with vertical engine. The carburetter is a Longuemare spray with throttle. The petrol tank holds 1¼ gallons, and the oil tank holds sufficient for 120 miles. The accumulator is carried in a neat metal case between the back stays and the seat.pillar, and the induction coil is fixed on the second horizontal tube. The front forks are duplex, fitted to a specially strong crown. A clever device is provided for getting at the valves easily without having to dismantle the parts. The timing gear is also easily accessible, and two-to-one wheels are marked, so timing can always be set accurately. Remarkably little wiring is used, and the finish of the machines is excellent. On the high powered machine the exhaust valve is governed, and speed can be regulated to a nicety in traffic. The General Motor Car Co, Norbury and Paris, show two cars, one a tradesman’s delivery car, with 4hp motor belt and chain drive which will carry over 200lb at 12mph easily. A motor-bicycle is also shown: this is fitted with a free engine and chain drive and magneto electric ignition. The motor is mounted vertically in the lower angle of frame, and strengthens it considerably. A special feature is the ease with which the machine can be started. All parts of the machine are finished off in nickel, giving it a brilliant appearance. The Primus Motor Co, London, are showing three machines fitted with the two-stroke motor. This motor has been described in Motor Cycling, but several improvements have been introduced, notably in the carburetter. The sparking mechanism is improved considerably. The machines are fitted with spring seat pillars and are of good finish throughout. This is the lightest motor-bicycle on the market, scaling only 65lb, and the price is remarkably reasonable, viz, £27 10s complete, or outfit £15 15s. For next season the company will have a belt driver on the market, in addition to the front driver ; this will have the motor fixed on the main down tube in a vertical position. This type of motor has no valves or timing gear, and its construction is exceedingly simple, moreover, it can be adapted to the average roadster bicycle. L Leclercq, of Paris, is showing the Brutus motor of various powers for motorcycles, the engine being constructed on accepted lines. A couple of machines fitted up are shown, and although neither of them exhibit novel features, it may be said that they are well designed. Thus the spray carburetter is well placed for the best effects to be obtained. The machines are light, and are claimed to ha good hill-climbers. The Coventry Chain Co, Dale Street, Coventry, have a comprehensive exhibit of their specialities from an extremely small chain up to large motor chains, 2⅞in. pitch. A driving chain for motor-bicycles has leather blocks and steel side plates for running over a plain belt pulley on the rear wheel. A handy little speciality is the patent coupling for motor-bicycle belts which is unbreakable.

Dorman Engineering Co, Northampton are showing motor-bicycles of 2, 2¼ and 3hp, the engines (own make) being fitted in either the vertical or inclined position as desired by purchaser. Tanks hold sufficient petrol to carry the machine 110 miles; one lever is for the exhaust valve, and the other for advancing the spark. Spray carburetters are fitted. The 3hp is water-cooled and is fixed in a vertical position, the water being contained in the front part of the tank with radiating ribs for efficient cooling. A special feature of these machines is that the silencer is carried underneath the bottom bracket so as to be quite clear of the legs. Complete sets of castings are also on view. J Marston, Hove. Trailers are shown here, the special feature of which is that the basketwork is woven on to the framework itself, thus obviating the risk of the basket breaking away from the frame, adjustable arm and adjustable ball and socket clip, all being fitted with a lamp clip to show a rear light. Prices from £8 l0s. Ilford Motor Car and Cycle Co, High Road, Ilford. A Regina motor-bicycle is here shown, fitted with a 2¾ De Dion engine, in a vertical position. The machine is driven by a Lincona belt which has a special form of adjustment by a small jockey pulley, depending from the bottom stay and moving vertically in a slot. Lubrication is by a positive sight-feed pump, which can be operated from the saddle whilst travelling. Two brakes are fitted, front rim and back Bowden. Imperial Motor Co, Brixton Hill. are showing three motor-bicycles all fitted with 2hp motors; the motor is fitted in a vertical position in a loop of the frame. A spray carburetter and extra large silencer are distinctive features. There is a single band brake on the front wheel, and this looks powerful enough for any emergency. The New Palmer motor bicycle tyre is fitted to this machine: this tyre has an extraordinary thickness of rubber on the tread and looks particularly strong. A sight feed lubricator is fixed on the diagonal. A special line in ignition accumulators is also shown, as well as McCurd’s bicycle jack. A machine ready for the attachment of the motor set is worthy of inspection. Bat Motor Manufacturing Co of Penge, SE. The Bat motor-bicycle has only been on the market for a few months, but it has already made an excellent name for itself, for two reasons. The first is that the machine is designed from first to last with the one idea of making a thoroughly reliable, strong, and powerful motor-bicycle, and the second reason is that the machine has developed a wonderful turn of speed, and this is solely due to the complete harmony of the system. The machine has a close, compact frame, firmly stayed for the work. In the No I pattern a 2¾hp De Dion air-cooled motor is employed, and in the No 2 the power is 2½. The motor is placed vertically in

the frame, and a stay runs from the bottom of the motor casing to the rear axle. The power is transmitted through the Bat patent pulley and a Chicago raw hide belt to the rear wheel. The belt fastener is extremely neat and effective, and the patent switch, operated from the Bowden brake lever, renders the breaking of the current instantaneous. At an extra charge the new patent spring frame can be given, whereby the rider is carried on an insulated portion, and all vibration is avoided by an excellent method. A spray carburetter is used, and a petrol tank of the capacity of 1½ gallons is provided. The machine has neither pedals nor chain gearing, because the rider’s power is dispensed with at starting and on the road, as the machine will climb any hill. FW Chase has recently done some marvellous performances on the Bat, proving almost without a doubt that it is one of the fastest motor-bicycles (of a reasonable horse-power) in the world. Hans Renold of Manchester has a complete line of motorcycle chains from ³⁄₁₆in wide upwards, and motorcar chains up to 2½in wide. Mills and Fulford are showing a very varied assortment of trailers for towing purposes behind cycles and motor-cycles. The newest pattern is heavier and more strongly built for use with a motor-cycle, the basketwork being closely woven and most comfortably upholstered in coloured leather. Raleigh Cycle Co, Nottingham. The new Raleigh motor-bicycle is something quite fresh and different to anything at either Show. A modification of the Raleigh Cross-frame is used, a tube running from the bottom of the head to the main down tube, where it divides, and is carried in duplicate to the back hub. The 2hp engine is situated in front of the bottom bracket, to which it is bolted in four places, and is also supported by two tubes running from the bottom of the head. The drive is taken from a small chain wheel on the engine shaft to a larger chain wheel on the bracket spindle by a chain. Fastened in-side the large chain wheel and running with it, is a belt pulley, and from this the drive is carried by a V belt to a larger pulley on hack wheel. The gear is thus reduced in two steps. On the left-hand side is the ordinary chain and chain wheel for starting purposes. The engine can be oiled while in motion by a tap on the top of the tank, and the mixture is regulated by

another tap in a similar position ; all other movements—advance spark, exhaust valve lift, etc, are operated from the handlebar. As a spray carburetter is fitted the mixture requires very little alteration while riding. In the upper panel of the frame is a large but very neat tank containing petrol, oil, coil and accumulators. There are no odd fittings festooned about the frame. Altogether the new model is a credit to its designer, Mr GP Mills, and should bring grist to the Raleigh mill. Star Cycle Co, of Wolverhampton, show four motorcycles for the first time, and they embody some novel features. Three of them have engines of 1¾hp, surface carburetter, coil and accumulator ignition. The oil reservoir is part and parcel of the carburetter case, the feed pump being placed close outside. Another pattern has a Simms engine, with magneto ignition. The frame is well designed, having a long wheel base, and strongly constructed forks and head. A superior motor-bicycle is now being designed for next season. It will have a 3hp motor, with a water-cooled head, the inlet valve being operated mechanically. Simms-Bosch ignition will be used in this machine, as the Star Company have ample faith in this method. CM Berthe, Colombes, near Paris, is showing a couple of motor-bicycles, one having the engine in the Minerva position, and with no departure from accepted lines except that it has a spray carburetter. The other has the motor in a vertical position. Both patterns will be offered to the public through English agents. A brake acting on the belt pulley is shown. The Paree is one of the neatest and best designed spray carburetters we have yet seen; the accompanying sketch shows the float and the counter-weighted point-feed. Above the jet is a gauze box, the air being drawn in from underneath. Above the projecting end of the point-feed is placed a cap to prevent dust entering—a very good feature Various patterns of plugs are shown, among which is the Robuste, in which a deep recess is made on the porcelain to prevent short circuiting over any deposit.

RUDGE-WHITWORTH DATED BACK to 1894, when the Rudge Cycle Co merged with the Whitworth Cycle Co; the firm burst onto the motor cycle scene at the 1910 Olympia Show as did AJS; read all about it in 1910. They both went on to win worldwide fame and glory. But Daniel Rudge, who founded Rudge Cycles, had a son named Harry, who teamed up with Charles Wedge to produce Rudge-Wedge bicycles, and as Motor Cycling reported, Harry beat his dad into the motorbike business with a launch at the Stanley Show: “This machine is constructed by the old-established firm of Rudge-Wedge, Wolverhampton, whose cycles are well known for their high quality. The motor, which, can be had in two powers, either 1¾ and 2¼hp, is placed in an inclined position inside the frame, and is strongly supported between the diagonal and main tube. The drive is by means of a triangular-section belt. The lubricator pump is conveniently placed alongside the steering socket, and either a spray or surface carburetter can be fitted at option. The accumulator, which has a capacity equal to 600 miles running, is carried in a metal case at rear of diagonal tube. A large silencer of cylindrical shape is fitted. A notable feature in the design of the motor is the position of sparking-plug, which is placed in the centre of the combustion head. The controlling levers are conveniently placed. All the bicycle parts are of special strength, and a rim brake is fitted to the front wheel. The petrol tank has capacity for 140 miles running. The price of the 1¾hp machine is £40, and of the 2¼hp, £42 net.” Rudge Wedge & Co ran into difficulties during the cycle trade slump of 1906 and were taken over by Rudge-Whitworth. Rudge Wedge bicycles continued to be sold as part of Rudge-Whitworth’s budget range but there were to be no more Rudge-Wedge motor cycles. None survive, but let it be remembered that the first Rudge motor cycle wasn’t a Rudge-Whitworth, it was a Rudge-Wedge.

“THERE WERE 202 MOTORCYCLE exhibits at the Stanley and 114 at the National…The Shows were most successful. The greatest interest in the motor exhibits was displayed by the crowds of visitors.”

“IT IS TO BE HOPED that at future shows the trade will take steps to appoint attendants who know the motor exhibits. It is no exaggeration to say that to describe the knowledge of some of those in charge of exhibits as even superficial would be too complimentary a term.”

“THAT LADIES ARE TAKING to motor cycling is now certain, and amongst other firms, the Norton Manufacturing Company, Bromsgrove Street, Birmingham, are making a special type of machine for the fair sex. This is fitted with a Clement-Garrard motor, two-speed gear, spray carburetter, brake switch and everything simplified as far as. possible.”

“A CLUB FOR KENT. A meeting was held on November 19th at Brockley, and the Kentish Auto Club was formed for motor cyclists; headquarters, the Brockley Jack Hotel, Crofton Park, SE.”

“THE NEW RAPID MOTOR-BICYCLE. This has a 2¼hp Kelecom engine mounted on to a special frame, fitted with many of the New Rapid special cycle features. The petrol tank is of unusually large capacity; this is provided with an indicator petrol gauge, showing on a dial the exact amount in the tank. Lubrication is provided by an automatic system. The carburetter is of the spray type. A very neat and effective combined valve lifter and current breaker, actuated by a Bowden wire, is an interesting feature. Needless to say, the machine is splendidly finished in every detail”

“THE SWIFT CO HAVE decided to put a high-class motor-bicycle on the market, and a recent inspection of one of the first samples turned out by the firm proved—as might have been expected—that the work is fully in keeping with the reputation the firm have earned for accurate and highly finished work. The machine is of very symmetrical and pleasing design, and has a 2hp motor mounted in a vertical position well in front of the crank bracket. The drive is by means of a Lincona belt. A surface carburetter is used and also high-tension electric ignition. The advance spark lever works on a ratchet quadrant, so that there is no chance of the lever moving with vibration. The steering head is specially strong, and a stout additional tube is taken up to the handlebar clip. The silencer is of large size, placed low down. A powerful front rim brake and Bowden back brake are provided, and 2in Dunlop motor tyres are fitted to the wheels. A good type of exhaust lift is a notable feature.”

“AN OPEN 100-MILE run was recently conducted by the New York Motorcycle Club, over the Brooklyn-Valley Stream Amityville course on Long Island. The run was started in two divisions, one hour apart, the fast section scheduled to complete the distance in six hours, and the slow section in eight hours. There were 30 starters in all, 14 being in the fast section; 17 riders accomplished the distance in the time, the others having tyre, belt, or electrical breakdowns. The successful machines included several known in this country, such as: the Royal, Orient, Auto Bi Indian and Kelecom makes.”

“THE MACHINE MADE BY Georgia Knap, of Troyes, France, is remarkably light and simple in construction, and is probably the smallest and lightest motor on the market. The bore and stroke of the cylinder is 45x45mm (72cc) and the maximum speed 2,400rpm. The cylinder is in one piece with the combustion chamber. It has interior fly wheels and the weight of the motor alone comes out at only 14½lb. The compression is specially high. At its maximum speed this little motor will develop just over 1hp. The method of fixing the motor and transmitting the power is distinctly novel. It is attached to the compression stays and back forks by means of lugs brazed to the tubes. Mounted on the back wheel axle of the bicycle is a large gear wheel into which the motor pinion wheel engages. The drive is thus a direct one minus belt or chain. The carburetter is a simple surface pattern and ignition is by means of a small coil and accumulator; lubrication is effected by means of a gravity feed. There is one lever for advancing the spark and opening the exhaust, and another for the throttle valve. From the illustration it will be observed that the machine is mounted up for a power test by means of a dynamometer. This is a very simple apparatus, consisting of a cord, adjustable weights and a spring balance. The rear rim has its tyre removed and the cord is passed round it. Then, by a well-known formula, it is possible to calculate the horsepower developed by the little motor with great accuracy.”

“THIS IS AN AMERICAN IDEA of doubtful value, it would seem, but interesting from the point of distinct novelty. The idea is to have an attachment that will quickly convert an ordinary bicycle into a motor vehicle. To do this, the inventor uses a rear frame carrying an entire motor mechanism, consisting of a 2½hp air-cooled motor, carburetter, and tanks complete. The frame consist, of a single tube carrying two pivotted or hinged forks for the two wheels, and this attachment is clamped on to the rear stays of the bicycle by lugs and bolts by means of a cross stay, which also carries a reduction gear and chain sprocket from the motor drive. The bicycle, it appears, is provided with an extra large chain-sprocket on the back wheel axle. so that it can be connected up to the motor sprocket by means of a chain and thus be driven. The regulating levers are connected up along the horizontal tube of the bicycle.”

“WE CULL THE FOLLOWING quaint little bit from the Bicycling World of America: ‘Will Pitman, the originator of the wheeze, is one of the oldest (in experience) cyclists in New York, and as a motor-cyclist is always full of quips and cranks…on the cold Saturday morning of last week, when he got out before breakfast, Pit had his faithful Kelecom motor-bicycle with hire and came exploding down in fine style at 7am. The thermometer stood at 35, and the Kelecom stood against the side of a building opposite the WaldorhAstoria for half an hour. With the cold carburetter the gasoline did not etherize readily, and Pitman had trouble getting the machine a-moving…Pitman led the way to a hostelry, where he lugged the big motor bicycle inside the swing doors and stood it up near the radiator. Then he and this companion warmed their inwards liquidly and lingered over their imbibing while the motor was getting warm. When he took the machine out again it started with the first spark. and Pit. sailed off looking as pleased as a babe with a tickled foot…A hint worth noting.'”

“AEL (CHESTER) WISHES to know the precise difference between a trembler coil and coil without trembler, and what advantages has the trembler over the non-trembler?—In the trembler coil the contact is made and broken in the primary circuit of the coil a considerable number of times during the instant of ignition; the result is a stream of sparks of great intensity and heating effect taking place at the plug. Then what is termed a ‘brush’ or rubbing contact is made on the motor cam shaft, this is self-cleaning and unaffected by oil. In the non-trembler coil only a single make and break occurs at each ignition period; this means a single spark, which some authorities claim may not always be of uniform intensity or is too instantaneous to fire different strengths of mixture at various compressions. However this is a matter of opinion, as entirely good results can be obtained with the ordinary make and break providing it is well adjusted and the accumulator is well up to voltage. The trembler on the motor, or more strictly speaking, the contact make and break, demands perhaps more attention than the brush, but coil tremblers can get out of adjustment as well, and are by no means. easy to adjust perfectly.”

“IT WAS NOT EXACTLY an ideal day for record attempts on Tuesday week, but FW Chase braved the keen easterly wind and did a splendid ride on the Crystal Palace track. Mounted on his 2¾hp Bat motor-bicycle, he covered 228 miles 250 yards in six hours, and only stopped once during the whole ride. He thus beat EH Arnott’s previous best of 212 miles 586 yards by nearly 16 miles—to be exact, 15 miles 1,424 yards.”

“AH (WISBECH) WRITES—’Please answer the following questions and oblige. I am wanting to make a coil for cycle motor, two-stroke principle. (1) Would trembler coil be best? or would one where contact is broken on engine do equally as well? (2) What size spark coil is best? (3) What is quantity and gauge of primary and secondary wire? (4) What is length and diameter of the wire care? (5) What is the diameter of complete coil? (6) What is the size of condenser and number of sheets of tinfoil, and where is this placed to make all as compact as possible? (7) Would square ends, be best for bobbin, and would these do to serve as ends of case, as I propose fitting in a wooden case when complete?’—(1) Would recommend coil without trembler, being simpler and quite effective if well made. (2) One giving ⅜in spark in air. (3) Six ounces No 18 SCCW (or two layers) for primary, and ¾lb. No 36 silk-covered wire for secondary. (4) Core 6in long, 4in diameter. (5) About 2½in diameter. (6) Make condenser of 40 sheets tinfoil, 5x4in, to wrap round the coil. (7) Square ends more convenient for fitting in case, but does not concern working of coil in any way.”

“HAVING READ WITH MUCH interest accounts of trips in Motor Cycling, I think you might like to hear about a ride I recently undertook on a 1¼hp FN motor-bicycle. The journey in question was from London to Filey, Yorkshire, and it was rendered more interesting by the fact that I towed a friend on an ordinary machine. Not knowing the road out of London, we took train to Waltham Cross, whence we started at 3 o’clock on a Sunday afternoon. We did not start well, as on the rising ground between Waltham Cross and Ware the belt, which is a flat one and practically new, slipped somewhat. I rubbed in some castor oil, and found the result very satisfactory. We reached Huntingdon, 48 miles from our starting place, shortly after 6pm, and here we had some tea at the Fountain Hotel, and here I tightened the belt, as it had begun to slip again. The 18 miles between Huntingdon and Peterborough was covered in an hour and five minutes. We stayed the night at the Angel Hotel. The motor-bicycle is evidently a ‘rara avis’ in Peterborough, as we were surrounded by a large and curious crowd as soon as we dismounted. Next morning we started at 9.30am, having obtained a fresh supply of petrol and lubricating oil. The run to Lincoln was rendered rather tedious by a strong head wind, which, indeed, had troubled us all the way, and which necessitated a good deal of pedalling on the part of the ‘towee’. A very good lunch was despatched at Lincoln at the Saracen’s Head and then we negotiated the severe climb up the cathedral hill in our separate ways, the hill being so steep that I had to dismount and run by the side of the bicycle, which, of course, was propelled by the engine. Arriving at the top we hitched up again and made for Brigg, the road being practically straight for the whole distance, though slightly undulating. At Brigg I refilled my petrol tank and started for Newholland. Having been misdirected we lost our road and went three or four miles out of our way. At Newholland we just missed a ferry boat and had to wait an hour for the next. However, we made use of the time by having tea, and are quite sure that motoring is a good appetiser. Crossing the Humber, we rode through Hull at a slow place. Reaching Beverley we again lost a few miles by missing the road between this place and Driffield. So far our ride had been extremely pleasant, but for the last 25 miles between here and Filey it had been raining hard all day, rendering the roads very slippery and muddy. The ‘towee’ had a lively time, very soon becoming quite coated with mud thrown up by my back wheel. Darkness set in so that we could not see far before us and rain fell in torrents, quickly drenching us. At last we reached Bridlington, and thought our journey was practically over, but it was not so, as we found we had a dozen more miles before us, riding through mud, rain, and pitchy darkness. The latter condition nearly brought our ride to an abrupt conclusion, as, on a slight incline, going fairly fast, we heard a hail, and dimly made out, a few yards ahead, the tailboard of a wagon which showed no light whatever. I switched off the current and applied the brake, and just managed to avoid a collision by swerving to the right. To add to our joy, we again lost our way, owing to inadequate directions on the signposts, to examine which we had to dis-mount and throw the light of our lamps upon them. We finally inquired our way to a cottage and reached our destination at 10.15pm, wet, muddy, tired and hungry. Fortunately a good supper awaited us and we were soon able to regard our ride as an enjoyable experience, in spite of its unfortunate finish. The total time spent on the road was 14½ hours and the distance a little over 200 miles, thus averaging nearly 15mph for the whole journey—no mean performance considering the state of the roads for the last 30 miles, the fact that we had a strong head wind nearly all the way, and that the bicycle had only been ridden 250 miles previous to this trip.
F Brereton Hurndall.”

“THE FAFNIR MOTOR is one of the latest German-built machines. The motor has a cylinder bore of 2½in, and a stroke of 2¾in, giving 1¾ effective horsepower, which has proved sufficiently strong for ordinary roads and hills. The motor is very small, and has a weight of only 23½lb. The bearings are wide and of phosphor bronze. The exhaust has no• thread, as it is considered that threads are liable to become so set that only breakage can remove them. A bridle lock-is used instead, which can be removed by loosening a screw. The exhaust valve lifter is used as a regulator, doing away, with a compression cock. As on large motors, the crank chamber has a small ball valve. The lubricating arrangement is very neat, and a connection between the oil tank and the crank case can always be made at whatever angle the motorcycle may be placed. The regulation of. the gas and the control of the motor are simple. The Fafnir motor, as well as the motorcycles, and single parts of each, are supplied by Aachener Stahlwaarenfabrik at Aix la Chapelle, in Germany. It is the first German firm to supply the parts of the machinery and bicycle for small makers to construct their own motorcycles.”

“WERNERS MOTORS HAVE received a good testimonial as to the power and reliability of the 2¾hp Werner. A machine fitted with this engine, which has run 6,000 miles without the slightest sign of wear, belongs to Mr Fairfax, of the London General Motorcar Co, and that gentleman recently did a journey of 250 miles on the East Coast, during which time he had absolutely no trouble at all, having to touch neither engine nor bicycle.”

“IT IS INTERESTING to note that at the suggestion of Mr SF Edge motor-bicycles will compete in a special class by themselves in future trials organised by the Automobile Club. It is further suggested that manufacturers and sellers should be called together to discuss a ‘Motorcycle Trial’. We have now had it most conclusively proved that the motor-bicycle can hold its own in the very best of motor company, and the special classification of motorcycles in the forth-coming trials will be an experiment of considerable interest. We observe in the paragraph relating to the suggestion in the Automobile Club Journal that the terms ‘motor-bicycle’ and ‘motorcycle’ are both used. It will be necessary for the club to draw the line somewhere, as the term motorcycle is capable of a wide interpretation. Already the motor-bicycle is in a state of metamorphosis; in some instances we find pedals and cranks being dispensed with, and elsewhere in this issue we illustrate one particular exhibit at the Paris Salon which in reality is a two-wheeled motor-carriage.”

“IN THE CASE Sparks vs Booth some most remarkable evidence was given in respect to the experiments that have recently been made with petrol, where the plaintiff claimed that a lighted cigarette had caused the ignition of the petrol, while being poured into the tank of a motor-bicycle, which was the cause of it being burnt up. A verdict was given for the defendant with costs. No doubt the readers of Motor Cycling will be pleased to hear that petrol is not half as dangerous as it is supposed to be, provided a naked light be kept away from it.”

“THE FIFTH SALON, as the French call their show of this year, is a revelation, at once in point of its size, the excellence of its working arrangement, and the very high level of the exhibits. When one remembers the little family party which we called a show at the Salle Wagram five years ago, its rapid development to the present gigantic affair is little short of startling. In those days a dozen exhibits were considered phenomenal, and we felt highly flattered if we could attract a few hundred interested visitors. Now—well, we have just left the Grand Palace, our eyes tired with the blaze of fairy lights, the endless crowd of folks that thronged the way, the space that seems infinite, yet it is crowded to the utter-most with the miracles of automobilism, the silent witnesses to the triumph of human science and ingenuity. ‘Magnificent!’ is the involuntary remark of Motor Cycling’s trio, as they pass out of the cold entrance hall into the Grand Palais des Beaux Arts. The great glass roof looks like a piece of delicate tracery, its steel girders being so light. It springs from the walls in a fine Gothic curve, and a particularly fine effect is given by the bowed ends of the great hall. On either side of the building is a raised balcony of great width, extending to the outer walls of the building and passing below the gallery and the upper structure. These balconies are devoted to the staging of exhibits, to restaurants, to club premises, and to offices reserved for pressmen, and to the Manufacturers’ Syndicate. Above is a gallery of about ten or twelve feet in width running around the building, and this was filled with the exhibits of accessories, parts, clothing and so forth. At the end of the longer arm of the cross is an entrance into a further hall, which contains the many exhibits connected with the alcohol industry, and down in the basement, approached by long slopes, is quite a little hive of industry. Motors are running, some driving dynamos for the manufacture of part of the electric current which was used for lighting purposes, for driving machinery and such like. Over the entrance in the gallery a magnificent orchestra of at least so performers is stationed, and throughout the day it discourses the sweetest of music. The staircases to the galleries, at the sides of the Alcohol Exhibition, are delightfully graceful, and taken altogether, one was charmed with the tout ensemble immediately on entering the building. The first thing an English visitor will undoubtedly notice and admire is the charming general effect of the decoration of the stands. Altogether the decoration of the stands is admirable, and it leaves one’s impression of the Stanley and National Shows in this respect hopelessly out-distanced…we cannot too strongly repeat to our English makers how vitally important it is, not only to manage to draw attention to a stand, but also to attract this notice in such a way that the eye of the spectator is delighted The Exhibition consists of the display of cars of all sorts, sizes, and descriptions, of motor launches, of engines, of motor-cycles, of ordinary cycles, and of accessories and appurtenances of all kinds…The Lehaudy balloon is still expected…the aerostation section is particularly strong in models of air ships and balloons and their accessories.”

“G PÉCOURT, RUE BRUNEL, Paris, stages eight motor-bicycles, the special features about them being the Vawis carburetter, which is a very simple form of spray float feed and a very powerful band brake worked by a Bowden wire. The motors are all mounted on the main down tube, on the Minerva principle. Society ‘Liberator’ Pantin have several motorcycles on show; one has a Romania motor, and is fitted. with single lever control. Societe La Francaise, Rue de la Grande Armee, Paris, show the Diamant motor-bicycle. This has a 2hp vertical engine, held in clamps between the bracket and down tube. A Bowden back rim and front tyre brake is used. Peugeot Freres have a very large stand; six motor-bicycles are exhibited. The motors are mounted in two positions; one pattern being the inclined position inside the frame and the other vertical, the motor clank case connecting the down tube and bottom bracket. The inclined motor pattern has a novelty in silencers, this being an aluminium box forming part of the motor clamp casting for the frame. Automobiles Rochet of Rue de Folie Régnault, Paris, show single-speed and two-speed motor-bicycles made after the Chapelle patents with a vertical 2¼hp engine held by a special bridge piece which joins the tubes permanently, and to which the crank case is bolted. An extra good finish distinguishes the machines. L Delchanal, Paris, shows the Onmium motor-bicycle. with 1½hp motor fixed vertically in between the down tube and diagonal. A simple type of spray carburetter is used, and single-lever control is fitted. E Vauzelle-Morel & Cie, Paris, have something new in direct-drive motor-bicycles. This has a 2hp engine, fitted in as part of the left-hand rear forks, supported between one of the back stays and compression tubes. The main engine axle passes through the hack wheel hub, and a large fly wheel is fixed on the outside. The drive is taken off the valve cam shaft, and thence is taken to a gear wheel on the hub. Duplicate front forks are fitted and control is effected by a single lever on the top tube. The carburetter is an FN spray type; the speed is controlled by advancing or retarding the spark.Werners, Rue de la Grande Armee, Paris, has perhaps the finest show of motor-bicycles in the exhibition. About

30 machines were staged, and these were equipped with all the 1902 improvements, the most notable being the carburetter adjustments for air-and throttle control. The new contact breaker is fitted to most of the machines. In this the trembler blade is partly encased in an aluminium box with mica window, and the platinum contacts are easily adjustable from the outside. The machines are finished off in many different shades of enamel. Michelin tyres are fitted throughout. The ‘Auto-Velo’ trophy is on show. This is a handsome bronze figure mounted on a plush-covered pedestal, and, along with the medals gained by the firm at various exhibitions, considerable interest is created. The touring machine is priced at 975 francs (about £39). Clement & Co, Paris motor-bicycles include the well-known feather-weight pattern and a new 2hp design, and the two-cylinder and four-cylinder racing machines. The motor carrier tricycle is a distinct novelty. The motor fitted is the new 2hp. The carrier is very capacious. Lamandiere et Cie, Levallois Perret, have a very fine stand with no less than 2o of their standard machines on show. Cottereau et Cie, Levallois and Paris. This firm shows a rather neat motor-bicycle. The tank is stowed away behind the saddle. The carburetter is the Swiss ‘Souvarain’, magneto ignition is sued and the transmission is by belt. Fabrique Nationale, Avenue Malakoff, Paris, show the standard FN motor-bicycle with all the recently-introduced features. On the stand of the Hurtu Company of Paris, is a motor-bicycle with the engine of 1¾hp placed in an upright position in front of the bracket. The motor is fed through a spray carburetter of the FN type and a laminated Y-shaped belt conveys the power. The inlet valve is in a dome, held in position by a stirrup piece. The tank is large, but the coil looks curiously small. Brake power consists of a New Departure back-pedalling hub and a spoon brake on the front tyre. Terrot et Cie, Dijon, have a show of five motor-bicycles. They are of two patterns with loop and connected frames, the motor being placed vertically. The engine is of 2hp and a Stenos spray carburetter is used. A special novelty on these machines is the fast and loose pulley with belt shifter, worked by a finger lever from the top tube. Two brakes are fitted; a front rim and New Departure back brake. The front brake lever acts also as a contact. Griffon, of Courbevoie and Paris, has a most interesting display of motor-bicycles. These include a standard 2hp machine, with vertical engine fitted between the down tube and bracket, with twisted belt drive. A Longuemare carburetter is fitted and a powerful belt rim brake is used for the rear wheel and lever rim brake for the front. Another pattern, with engine similarly arranged, has a gear and pedal chain drive on to a two-speed back hub. This is worked by a small lever on the top tube. A third pattern has the motor of 1½hp arranged on the Minerva lines. The famous racing motor bicycle, as used at the Gaillon Hill, Chateau Thierry, and Deauville meetings, is shown. The engine is of huge dimensions, and it is noteworthy that the cylinder is minus radiators, but there are very large ones on the heal. The belt used is of a special type, having eight thicknesses of leather and being pinned throughout its length with steel rivets, like a chain. The petrol tank is of very small size, torpedo-shaped to reduce wind resistance. Motor-Cyclette ‘Breuil’, Avenue de la Grande Armee, Paris, has a motor of 2hp fitted in the frame, the crank case being connected to the tubes by special lugs. It has a round belt drive and single lever control. Ignition is by coil and accumulator, this being carried in a case supported from the top tube. The petrol tank is placed behind the saddle, and has a capacity of three-fourths of a gallon. Brake work is rather flimsy, only a front tyre brake being fitted on the machine illustrated, but the catalogue states that an extra back rim brake is provided. The carburetter is a special Longuemare. Wheels 26in diameter, fitted with the French Dunlop tyres. The finish is fairly good, and price comes out at the low figure of £30. Lurquin & Coudert, Rue du Faubourg, St Antoine, Paris, have two patterns of motor-bicycles

exhibited. One of these has the motor placed vertically in the frame, being clamped about the centre of the down tube. The motor is of 1¾hp, and the drive is by a flat belt. The carburetter and battery case are placed in the angle between the horizontal and diagonal tubes. A FN carburetter is fitted, and in this pattern a lubricator and pump is attached to the top tube. The other pattern has the motor fitted in a special frame, the crank case being bolted to special lugs. Ignition is by coil and accumulator, these being placed inside the tank case compartment. The control of the speed is by means of a spark advance lever working across a kind of ratchet. Two brakes are used, namely, a Bowden back and front tyre brake. The weight conies out at about 80lb. The motor set can be purchased separately, and the complete machine conies out at £34. The ‘Stimula’ auto-bicycle, made at the Ateliers de la Grosne, Saone-et-Loire, is made on lines that are fairly familiar in England. The motor is of 2hp, mounted in a loop frame, with extra horizontal tube. Large radiators are a special feature. A spray carburetter and high-tension ignition are used, and the spark-plug is placed in the centre of combustion chamber. Control of speed is effected by a single lever placed just behind the head clip. The brakes are good, a back-pedalling rim brake for rear wheel, and hand-applied rim brake for front wheel being provided. The weight of the machine is 931b, and price £35. A Souverain Et Cie, Avenue des Abattoirs, Geneva, exhibit a well-designed motor-bicycle, fitted with magneto electric ignition. The motor develops 2¼bhp, and is placed in an inclined position in a neatly designed loop frame. The drive is by a twisted hide belt, and a jockey pulley is used for tensioning, this being worked by a lever from the horizontal tube. A simple form of spray carburetter is used, this being fitted close to the inlet valve. The petrol tank and lubricator pump are fixed behind the back forks. The magneto is driven by a piece of cased-in gearing from the two-to-one shaft, and the ignition can be advanced or retarded to control the speed. A powerful back rim is fitted. The weight of the machine is about 90lb and the price £34. The general finish and workmanship are good. A Chauffourier et Fils, Rue Palikao, Paris, show the ‘Royal’ chain-driven motor-bicycle. This is particularly neat in design, and has a 2bhp motor with water-cooled cylinder and air-cooled head. There is a small secondary pinion arm

from the motor axle; this also carries a chain sprocket, and embodied in this piece of gearing is a ball-bearing friction clutch actuated by a lever from the top tube. A float-feed carburetter with throttle valve is fitted, and the petrol tank is of large capacity. The rear chain wheel is spoked to the rim in addition to being secured at the axle. The sparking plug is placed in the centre of the head. Weight of complete machine is 70lb, and price £40. A motor set on the above principle is also made for attachment to an ordinary roadster bicycle. G Jouclard, Dijon, shows several particularly neat and well-finished motor bicycles. They have the merit of lightness, being only 661b weight complete. The motor develops 1½bhp, and has a bore of 63mm and stroke of 65mm [203cc]. Transmission of power is by round belt. The frame is specially designed and the motor is clamped between the bracket and tube, and placed in a vertical position. The ignition is by coil and accumulator, these being carried behind the diagonal tube. Petrol tank is placed on the rear forks. A special form of spray carburetter is used. Two brakes are fitted—a Bowden rim brake for back wheel, and tyre brake for front. Speed is controlled by advancing or retarding the ignition. The machine is claimed to be equal to a speed of 25mph. Price comes out at £30 only. Heck, Place Voltaire, Paris, shows a nicely-finished and well-designed motor-bicycle known as the ‘SF’. This has the motor The motor develops 1½hp at 1,500rpm. It is placed inside the frame, and attached to the down tube and diagonal by lugs. A silencer of good size is strongly supported by a lug on the crank case. The spark advance lever is also similarly arranged on a ratchet.A surface carburetter is used, and the ignition is on the usual high-tension system, the coil and accumulator being fixed to the diagonal and back forks. A special feature of this

machine is the belt jockey pulley, worked by a long lever moving over a ratchet; this enables the motor to be thrown out of gear at will. A Desgrouas, of Chamarande, Seine-et-Oise, show an extraordinary novelty in L’Axe moteur-bicycle. This machine has the motor fixed in a horizontal position inside the rear wheel. The motor is held on the left hand compression stay, and drives on to a large roller pinion wheel, to which the driving wheel is spoked, so that there is no hub in reality, but the large pinion is kept rigid by distance pieces, having rollers on ball-bearings. The motor can be thrown out of gear by a clutch worked from the handlebar. An outside flywheel is used, and a remarkable innovation is a small rotary fan to help to cool the cylinder. The ignition is by coil and accumulator, and a Longuemare carburetter is used. Control is effected by four levers fixed on the handle-bar. The motor is of 2bhp. A silencer of large dimensions is used, and it is re-markable how compactly the system is arranged. Fournier & Knopf, Rue Lafayette, show four motor-bicycles and one ‘Ayant-train’, two-seater. Two of the bicycles are of American build throughout, and are named the ‘Thomas’ and ‘Dayton’. The other machines appear to be built up with American frames and French motors and equipment. One of them has a ‘Star’ motor of 2½hp, placed vertically, well forward on-the down tube. A heavy outside flywheel is used, and a wide flat belt drive fitted. Carburetter is a simple form of spray. Only a single band brake of great power is used, this being fitted on the rear hub and worked from the handlebar. Pump lubrication and coil ignition are used. The other machine has a 2hp Buchet motor fixed vertically between bracket and down tube This has a spray carburetter, single-lever control and V-belt drive. The Avant tram has a vertical 4hp motor, Star make, with outside flywheel and water-cooled head. The motor is clamped to a single tube, which forms the main tube of frame. Drive is by a 1in gutta-percha belt. Only one brake is fitted on this machine. The

Auto Fauteuil is the first two-wheeled ‘car’ that we have yet seen, and it is not such a freak as one would be at first inclined to consider it. The frame-work is low, the rear wheel being 23in in diameter, and the front wheel 19in. Upon the usual saddle lug is fixed a tubular framed seat, so that the armchair motor-cycle has really arrived! The engine is a 2¾hp De Dion air-cooled motor with a clutch on the motor-axle sprocket. A starting handle is provided, and the motor is started, and then the rider takes his seat, and places his feet upon a pair of pedal-shaped footrests. A half-turn of the right handle throws the clutch in by means of a Bowden wire, and the machine starts off. The motor is fed through a spray carburetter, and control is effected through the sparking advance and throttle levers. A compression tap is also provided. The power is conveyed through a chain on to a large sprocket on the rear wheel. A band brake is applied to the front wheel The petrol tank will hold nearly a gallon, and is placed under the top tube, with the battery case below it, and coil on back stays. A very large silencer hangs below the frame. The price is £60, and the makers are P Gauthier and Co, Avenue Saint Gervais, Blois. It is claimed that in the event of the need for a stoppage of the machine, such as traffic,

the rider can throw out his clutch, and put both his feet to the ground, the engine being allowed to run. This is one of the real novelties of the Show. Prosper Lambert, Nanterre, shows a motor-bicycle for racing purposes of huge dimensions. It has a 12hp De Dion engine, with large water-cooling tank and centrifugal pump. The drive is by a 2½in flat belt on to an immense pulley on the rear wheel axle. The tyres are 4in wide and wheels about 26in. Very high speed capabilities were claimed for the instrument.

Georgia Knap, Troyes, shows the ‘Knap’ gear-driving motor-bicycle in three powers, ¾, 1¼ and 2hp. The 1¼ and 2hp machines have duplicate forks and Bowden brakes fitted, and Dunlop tyres on Westwood rims. The light touring machine has the tanks cased over with a canvas cover. The ‘Universal’ two-cylinder motor-bicycle is one of the most interesting features of the motor-bicycle exhibits. It is remarkably compact and light, and the motor develops 3hp. It has combined flat belt and chain drive. The motor is clamped in between the main and down tubes. A spray carburetter is used. On this stand several small motors, both air and water cooled, are shown. This machine is made by Porteus Butler, Passage de l’Opera, Boulevard des Italiens, Paris. The ‘Atlas’ Co, Usines Prunel, Rue de Paris, Puteaux, show a standard pattern De Dion quadricycle. The motor is of 4½hp, with water-cooled head; the radiators for

cooling the circulation water are mounted at the ends of the tank. The controlling levers are placed well forward on the horizontal tube. The front carriage is of very comfortable design, and everything about the machine is of the finest quality and finish. A two-speed gear can be included in the equipment, the maximum speed obtainable is 32mph. The Haustgen Co, Boulevard d’Italie, Paris, make two types of machines, a 1½ and 2hp air-cooled, and a 1½ and 2hp water-cooled motor. The motor is mounted in a good position in front of the bracket. The drive is by means of a chain. The cooling tank carries about seven pints, and the carburetter is a simple type of spray, with suction feed. Control of speed is effected by means of a lever moving over a quadrant. The capacity for petrol is rather limited at about three-quarters of a gallon with 1½ pints of lubricating oil. The price of the 1½hp machine is £36. The ‘Peugeot’ motorcycle, as might he expected, is one of the best-made and finished machines in the Show. It has a vertical motor of 2hp. The carburetter is a special type of Longuemare, and the motor is placed in an excellent position in front of the crank bracket. Ignition is by coil and accumulator, and power is transmitted by twisted hide belt. The control of speed is by spark advance and throttle valve levers. The petrol tank has a capacity of over a gallon, and oil. supply of one pint. The weight of machine is under 80lb, and the speed obtainable is 30mph. Price £34. The’ company’s works are at Valentigny. The Griffon Co,

Courbevoie, show a very light touring motor-bicycle with a Clement motor fixed on the main tube. The petrol tank is carried on a pair of duplicate front forks. The coil is placed behind the diagonal; and the battery slung from the horizontal tube. The drive is by a small-diameter hide belt with jockey pulley adjustment. A back rim and front tyre brake is fitted. The weight of the machine complete is 65lb, and the price comes out at the very low figure of £30. The CFC Avant-Train is an attachment to convert the motor-bicycle into a two-seater. It is a well-constructed basket-work carriage, and is priced at £44 with a 1¾hp motor, and £54 with a two-cylindered 2½hp motor. This was about. one of the cheapest lines in ‘Avant trains’ in the Show. The CFC motor-bicycle is a well. designed machine, made by the Company Francaise, Rue Darboy, Paris. The motor is 1¾hp, and is fitted vertically between the main tubes. The petrol supply tank is fixed on the back forks. Ignition is by coil and accumulator, and drive by means of a round hide belt, with jockey-pulley adjustment. The carburetter is a very simple type of spray. One brake is fitted, namely, a strong rim brake for the rear wheel. The price comes out at the low figure of £30. A two-cylinder machine of 2½hp is priced at £42. The ‘Roue Autoniotrice’ machine is made by Gaston Rivierre and Co, Boulevard de Courbevoie, Courbevoie, Seine. This machine is of remarkable design, having a four-cylinder motor, in which the cylinders alone rotate with the wheel. Thus there is no chain or gearing, and the drive is quite direct. The whole of the regulation is effected by one lever. The ignition is on the high-tension system; a four-part contact breaker causes each cylinder to fire consecutively. J Carreau, Avenue des Ternes, Paris, shows a motor-bicycle in which the motor is placed vertically in a loop frame. This is known as the No 2 Model, and can be supplied with a De Dion or Aster motor of 1¾ or 2¾hp with a water-cooled head. A spray carburetter

is used, and high-tension ignition is fitted. Drive is by means of a fiat belt. The carburetter is of the float-feed spray type. Two brakes are supplied, viz, a back-pedalling band brake and a front rim brake. The price of the smallest power, 1½hp, machine, is £30, and the higher powered machine, which can be had with or without pedals, is £44. The Bruneau motorcyclette is constructed by P Bruneau and Co á Tours (Indre-et-Loire). It has a vertically-placed motor of 2hp. The frame is of a good rigid design, with extra horizontal tube. The carburetter is of the spray type. The transmission of power is effected by a chain, and a clutch worked by a lever is fitted to the motor shaft. Ignition is by coil and accumulator. Duplicate front forks are fitted, and also two rim brakes. The petrol tank carries about 1¾ gallons of petrol

and 1¾ pints of lubricating oil. A large silencer is fitted, and general finish is excellent. Price £38. The ‘Roue Motrice’ machine is the invention of G Boivin, Rue Girardon, Paris. It bears a striking likeness to the English ‘Singer’ motor-bicycle, inasmuch as the motor, carburetter, etc, are contained within the wheel. The axle is driven by means of reduction gearing from the motor shaft. Two patterns are made, one with the motor in the front wheel, and the other in the rear wheel. The controlling of the motor speed is effected by two levers mounted on the handlebar, and connecting with the motor through a hollow axle. L’Autocyclette Garreau, Rue Lemarois, Paris, show a remarkably light and compact compact motor-bicycle. The motor develops 1¼hp and only weighs about 10lb. The firm claim that this will do 45km in the hour—over 30 miles—and climb hills of 1 in 8 or 9 without use of the pedals. The petrol tank, carburetter, coil

and accumulator are contained in a case supported from the horizontal tube. The capacity of the petrol tank is three-quarters of a gallon, sufficient for a run of 90 miles. The transmission is by means of a twisted hide belt, and control of speed by advance of spark. One band brake on the rear wheel hub is fitted. Weight of the machine complete is 541b, and the price only £24. The Gladiator Co, Paris, showed a 3hp. twin-cylinder motor-bicycle. The motor is of the Clement type, and drives by means of a triangular-section belt on to the rear wheel. The petrol tank is fixed behind the saddle and supplies the motor through a spray carburetter. Two powerful band brakes are used, one being fitted to each wheel hub. Ignition is by means of coil and accumulator, these being carried in a case supported from the horizontal tube. The wheel base of the machine is of good length, and the general finish of the machine is excellent. The weight comes out well under 100lb. Laforge & Palmantier Freres, Avenue de Wagram, Paris, make a speciality of a 2hp motor-bicycle

possessing some special features. The motor is placed vertically in front of the crank bracket and is supported in a very rigid manner, the crank case and cylinder being bolted to a circular bridge piece at the end of the main tube, and also supported by a short extension piece at the bracket. The carburetter is a special form of spray. Ignition is by coil and accumulator, the coil being clipped behind the diagonal. Two very good rim brakes are fitted, the rear one being a Bowden, and the front a pull-up lever. A pump lubrication system is used, and the speed of motor is controlled by spark advance and throttle. Drive is by means of a flat belt. Price £34. The Lesprillier motor-bicycle has a 2¾hp motor placed vertically between the main tube and, diagonal. It drives by means of a round belt. The carburetter is a spray type fed from a petrol tank placed in the fore part of the machine. The coil for ignition is placed in front of the diagonal, and the accumulator is strapped on the back forks. Regulation of speed is effected by spark advance and throttle valve. The weight comes out at about 100lb, and price £37. The depot for this machine is 22, Avenue d’Italie, Paris. The ‘Bonhomme’ motor-bicycle has a 2hp motor placed vertically between down tube and diagonal. The ignition is by coil and an accumulator. Lubrication is effected by means of a small force pump. Either a Longuemare or Roubeau carburetter can

be fitted, the first named running on alcohol if desired. The petrol tank has a capacity for two litres, sufficient for 80 to 90 miles running. The drive is by means of a round leather belt. Two brakes are fitted, a tyre brake for the front wheel and a Bowden rim for the back wheel. The price is £34, and makers are J Bonhomme et Cie, Rue St Marc, Paris. The remarkable little ‘Bichrone’ motor was shown at work on one of the underground exhibits at the Paris Show. It works on the two-cycle principle, and fires every revolution. The spray carburetter supplies gas to a small cylinder connecting with the crank case, and on the up stroke of the piston a supply of gas is drawn into the crank case through a valve, and compressed when the piston descends, which is also the firing stroke. When the piston reaches a certain point in its stroke, a port is opened in the cylinder, and the compressed gas rushes in, and at the same time forces out the exhaust through another port in the lower part of the cylinder. It has an external flywheel, with the belt pulley on the inner face. The motor fits neatly into the angle formed between the diagonal and down tubes of the bicycle, and it can be adapted to any roadster machine. The motor is made in two sizes, 1½ and 2¼hp, and is priced at £13 and £15 respectively. The Paris agency for ‘Le Bichrone’ is 28, Rue Demours.”

“THE VERTICAL POSITION for the motor was by far the one most generally adopted, and as for frames it might safely he said that there were no two exactly alike. There were two main systems of motor attachments for the vertical position, one in which the main down tube is ‘looped’, and the motor is clamped from the crank case at three or four points, and the other one in which the down tube and bracket connection is formed by the crank case of the motor. Taking as a good type of this principle the ‘Werner’ and Princeps machines, an extra horizontal tube connects the down tube and diagonal at a point about midway between them: this gives the necessary rigidity, and relieves the lower tube connections of considerable strain. This principle is also adopted on some of the ‘loop’ frames, notably the Jesmond, Clarendon, and Bat machines. In the Bradbury and R&P machines the crank case of the motor forms a permanent

connection between crank bracket and down tubes, the tubes being brazed into lugs on the crank case. The Raleigh machine has a special frame, a combined cross and diamond pattern, in fact, which should have great lateral stiffness. The motor is placed well forward of the crank bracket system, which also acts as a countershaft for the combined chain and belt drive. The ‘Davison’ machine has some points of resemblance to the Raleigh, but is minus the extra down tube: this machine has also a magneto ignition and belt drive with jockey pulley adjustment. The special high-powered Royal Enfield has an exceedingly strong frame triangulated at the bracket. The only machines having the motor built in as part of the diagonal strut were the ‘Lamaudiere’ and the ‘Royal’. This would appear to he an excellent position as far as strength is concerned, but some riders might object on the score of the motor being unpleasantly near the legs when riding. The Ormonde machines, of course, adopt the rear position behind the diagonal; the position is accompanied by the lengthening of the rear triangle of the frame. A considerable number of machines had duplicate front forks fitted, and it was noteworthy that the fork crowns throughout all the exhibits looked quite strong enough. The spring fork as

applied to motor-bicycles was conspicuous by its absence, the ‘Celeripede’ being about the only one, and there certainly seems a good opening for the spring fork, as most riders will admit that the fore-carriage of a motor-bicycle feels unpleasantly rigid at times. As to variable speed gears, these required a lot of finding: about the only one fitted up in a practical form was the Clement-Garrard chain driver—this is a neat adaption of the Crypto principle. The Whippet Company showed a motor-bicycle fitted with their two-speed pedalling gear for assisting the machine up very stiff hills. A variable speed gear that might have a future before it was the one shown on Messrs Gamage’s stand at the Stanley. Of tricycles and quads there were few to be seen, with the exception of the Peugeot, which had any novel features. The Peugeot quad has a special starting handle on the motor, and is minus pedals, and is altogether a good representative of an up-to-date quadricycle. The motor is of 4½hp. Of motor tandem bicycles, perhaps, the Phoenix called for the most comment. It is fitted with a Minerva 2½hp motor, belt driven, and weighs complete with specially large tanks 140lb. “

“HE WAS AN OLD MAN; bent were his shoulders, and he wore a snowy beard. He looked very tired and I took compassion on him, as he staggered across the inn yard and leant his heavy, antiquated bicycle against the wall. ‘Sir,’ I said presently, ‘you are an old man to ride a bicycle. I fear it tries your strength somewhat. It does, indeed it does, he answered. ‘I should have thought a motor bicycle would be better suited to a man of your years, sir,’ I ventured. .So they say,’ he replied. ‘But do you really think I could manage it? I have heard they are plaguey things.’ ‘You could learn.’ ‘I am old to learn, young man—old to learn!’ ‘One is never too old, sir,’ I answered, and besides they are wonderfully simplified nowadays. Time has worked wonders in that direction, I do assure you.’ He started as one who had received a sudden shock, and I saw he was greatly agitated. ‘Calm yourself, sir, I pray. Can I get you some refreshment?’ ‘Thank you, no.’ he said abruptly, ‘I must be off. One word you uttered reminded me that I must never rest.’ ‘Would you like to try my motor-bicycle?’ I ventured. ‘Ah, that I would!’ he said with evident enthusiasm. I led him to the outhouse and brought out my Werner—new at Show time. ‘It looks fast,’ he said, rubbing his old, bony hands together as he contemplated its appearance. And it is fast,” I replied. Then I told him how to manipulate the levers, and helped him into the saddle. ‘Do you think I shall be all right?’ he asked, with a strange tremor in his voice. ‘Yes,’ I replied, ‘go slowly at first and gradually spark up as you gain confidence.’ ‘My son, you speak like a sage; but tell me, do you trust me? Men say I am a thief.’ ‘Go to,’ I said laughingly. ‘I warrant after a trial of this motorcycle you’ll have none of your paltry push bikes.’ ‘Think you so,’ he answered, ‘then let me begone.’ I pushed him off vigorously, and the ‘tick, tick, tick’ of the motor commenced. He swayed at first, and then, righting himself, sped down the road straight as a dart. I watched him as he flew, his long beard streaming in the wind, and as I looked I saw him waving something I had not observed before—it was a scythe. Faster he went towards the setting sun, his bare head silhouetted against the red-lit sky; and there above the dipping disc, in a halo of light, I saw emblazoned the figures ‘1903’. Onward he rode. I turned away into the inn yard, and there stood the desolate, the obsolete bicycle. With a shiver I woke, and Time, the thief, had robbed me of one hour.”

“CHRISTMAS GREETINGS! This is Motor Cycling’s very first Christmas, and even though the paper has run its course for well nigh a year, it seems rather sudden—so quickly has the time flown to find oneself extending Christmas greetings from the editorial chair. But if the flight of time renders this happy proceeding apparently premature, what are we to say of the extent of our progress in so short a space as nine months, when we realise, as we do with, infinite pleasure, that the greetings which we now most heartily extend go forth to more than twenty thousand readers? It is surely an accomplishment, of which we may be pardonably proud, to have gathered about us such a vast number of friends. And it is with the greatest pleasure that we on the occasion of the first Christmas of the existence in print and in being of Motor Cycling’, offer to our many thousands of readers the world over THE COMPLIMENTS OF THE SEASON.”

THIS SELECTION OF CLASSIFIED ADS, dating from November 1902, gives a taste of the market: “1901 Werner, English built, 26in frame, £40…Coventry Humber, 2hp, chain driven, £45…190? Rex, 2hp, splendid hill climber, two Lincolna belts, spare parts, £35…Phoenix, 1902, 1½hp, complete, £25 lowest, seen and tried by appointment…Motor-bike, fitted with Brown’s motor, BSA fittings, sacrifice, £17 10s…Holden motorcycle, as new, only ridden few hundred miles, four-cylinder, water-cooled, 3¼hp, faultless, buying car, will demonstrate, no offers, £55…Excelsior, 1½hp, all latest improvements, ridden very little, £31…2hp Simms motor-bicycle, magneto ignition, Progress special frame, back-pedalling and front rim brakes, Johnstone carburetter, special petrol tanks (200 miles), Dunlop motor tyres, special silencer, etc, complete machine new, run about 100 miles, complete set of spare parts, Forman spray carburetter thrown in, £40 or nearest offer, photo free…Primus motorcycle, new this season, complete with spares, horn, etc, 18 guineas; trial allowed…Minerva 1½, nearly new, gold lined, extra finish, fast machine, horn, lap, tools, two rim brakes, £32. Motor spirit, accumulators charged…Caswell’s Imperial 1½hp motorcycle engine, including silencer, sparking-plug, float spray carburetter, battery and induction coil, petrol tank and oil reservoir, all necessary levers, wires, driving belt and rim, £9…Brown motor-bicycle with BSA fittings, £15…Hewetson 1¾hp, magneto ignition, spare tank, run about 600 miles, all accessories, £36; Greatest bargain ever offered! Brand new Werner, rear driver, special extra powerful engine, guaranteed complete and perfect in every detail, superb special English finished frame, and every other modern improvement, accept £37.10s; Werner’s price £50…Lady’s Ivel motor-bicycle 1½ Minerva, Clincher tyres, as new, genuine machine, bargain, £28, Mrs Kennard, The Barn, Market Harboro’ [I have included the seller’s name as Mrs Kennard was a high-profile pioneer of motor cycling for women who features elsewhere in this timeline—Ed]. Below these ads was a public health warning, “The Following are Trade Advertisements.” Among them was some engaging Edwardian copywriting: “ADVICE free again; but don’t despise it because it’s free. It may save you pounds, Let’s hear, you say? Below. Well, here ’tis! Go to the shows if possible. Splendid things, very educating (to some) look around etc. Read below. BUT don’t, don’t fix up until you have seen or written Wilbee, Rickmansworth, for prices, cash, instalment, exchange. Understand? Stamp.” So have bikes become more expensive in real terms? On-line conversion guides indicate that £1 in 1900 equates to about £100 today. On the other hand the average labourer’s wage in 1900 was about £100 compared with about £25,000 today. So a £50 bike in 1902 would equate some to £12,000 today.

And here’s a selection of the display ads that were tempting enthusiasts that year: