These were produced from 1910 to 1911.
This make had a range of five models, all with belt drive and sprung forks. Engines were 2½ hp or 3½ hp JAP singles, a 3½ hp Precision single or 4hp and 8hp JAP V-twins.
Still another variable pulley gear in which both pulley grooves expand and contract has been brought to our notice by Mr. M. H. Thompson, of 2, Crowhurst Road, Brixton, S.W. It has been designed by Mr. H. Houlding[1], of Preston, who recently demonstrated to us the effectiveness of his gear. A wide range of ratios are obtainable, from 3 to 1 to 11 to 1, a further movement giving a free engine. The outer flange of the engine pulley is worked by a coarse-pitch thread, and slides on four keys formed on the shaft of the inner flange. The opening and closing of the rear pulley flange is controlled by four double screws and four keys, the keys being fixed between the screws. The inner flange is secured to the spokes. The sectional drawing, which will be found reproduced on the next page, illustrates the method of controlling the movable flanges. By moving the operating lever, pedal, etc., the two levers attached to the engine pulley (which are interconnected with two on the screw box of the back wheel) are brought into action. The movement of the screw box causes the shaft which runs through the hollow spindle of the back wheel to be pushed in or drawn out, thus actuating the lever X, which sets in motion the levers attached by connecting rods to the four double screws.
An adjustable nut is mounted on the bar A, so that, should the belt stretch, it is possible to take up the slackness without cutting the belt.
It is possible to use the engine pulley as a variable pulley or the belt rim in conjunction with any existing adjustable pulley.
The gear has been tested in London traffic, and afterwards with a sidecar and 1.1 stone passenger from Coventry to Preston on a 3 h.p. Jap-Moveo. The original model, which we inspected and tried, was certainly much heavier than it need be, but that is more a question of standardisation. Seated in the side-car, we were restarted twice from a standstill with very little effort on the part of the engine on a gradient of 1 in 12. In traffic the low gear ratios were a decided advantage.
The Motor Cycle July 27th, 1911.
N.B. 1. This may be a misprint, and is likely W. Houlding, not H. Houlding.
Sources: Graces Guide, The Motor Cycle.
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