Jupp were motorcycles produced from 1921 to 1925 by L. Jupp of Tunbridge Wells, Kent, who later formed the Jupp Motor Co.
At the beginning of the 1920s there were numerous scooters on the market, and the Jupp was one of these. It had an open frame and good weather shielding, 18-inch wire-wheels and Brampton spring forks. It was fitted with a 269cc Villiers two-stroke engine, placed well forward and low down. It was started by hand and the transmission was arranged through a two-speed Sturmey-Archer gearbox with all-chain drive. The press deemed it one of the best machines of its type.
In 1922 the Villiers engine was replaced by a 269cc two-stroke Liberty, and there was also a model suitable for carrying a passenger.
Soon the craze for scooters faded and the Jupp was re-designed to appear as a miniature motorcycle with a 147cc Villiers engine, two-speed Albion gearbox and chain-cum-belt transmission. This model was also enclosed by panelling to offer all-weather protection, and the semi-open frame meant that it was suitable for either sex.
The company had failed by the middle of the decade.
Duplex Open Frame and Completely Enclosed Mechanism on the Jupp Lightweight.
A DESIGN which should satisfy the demand for an all-weather machine has recently been introduced by the Jupp Motor Co., Ltd., 86, Leadenhall Street, London, E.C.3, Mr. W. J. Barker, A.M.I.A.E., 194, Balham High Road, London, S.W.12, being responsible for the design.
The Jupp, in its present form, is an attractive little machine, and should command the keen attention of the ladies. Since the Villiers flywheel magneto, engine, having a bore and stroke of 70x70 mm. (259 c.c), and the all-chain transmission are completely encased in easily detachable shields, the Jupp lightweight claims immunity from oil-slinging, whilst there is no doubt that the definite angular outline adds considerably to its appearance. In consideration of the fact that the total weight is only 170 lb., a very sturdy duplex open frame suspends the engine unit. It is composed of straight tubular members throughout, whilst the engine is slung from 'cross members spanning the upper and lower tubes.
A two-speed Sturmey-Archer gear box is neatly housed at the rear of the inclined engine, and adjustment to the primary chain is made by the usual arrangement of bolts on top of the box. This latter is suspended from the upper tubes by two angle plates.
A large circular tank capable of holding 2 gallons of petrol is fixed below the saddle, which is mounted on two pillars which seat on coil springs contained in a pair of vertical tubes brazed to the frame. To facilitate repairs to the back tyre, the rear mudguard is hinged, and since it is extended by large valances to the wheel centre, adjustment of the chain would also be difficult were it not that the whole component, including the toolbags and the carrier, can be raised.
The saddle, of course, is pulled out beforehand. The usual adjustment of the driving chain is provided, whilst incorporated in the rear sprocket is an internal expanding brake, operated from a heel pedal on the near side.
Brampton spring forks are fitted, whilst an electric head and tail lamp, supplied from the flywheel generator, are included. An auxiliary dry battery provides illumination when stationary.
Easily Controlled.
So far as the riding position is concerned, the location of the gear change lever, midway between the handle-bars and the base of the upper frame tubes is very handy, whilst a lever starter, operating on the starter spindle of the gear box, is conveniently placed for the right hand. A large, heavily valanced front mudguard should adequately protect the rider from front wheel splash. The price of this machine is £58.
The Motor Cycle, July 13th 1922.
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