Bicycle

Frames.—Fig. 1 represents a road-racer. A full roadster would have the handles a little higher relatively to the saddle, and would be provided with mud-guards, free-wheel and sometimes a gear-case and variable speed gear. Fig. 2 shows a lady’s bicycle with gear-case and dress-guard. The rear frame of the “diamond” type (fig. 1) is subjected to very small stresses due to vertical load. The front fork and steering post are subject to bending moment due to the reaction from the ground in the direction dcb. A slight amount of elasticity in the front fork adds considerably to the comfort in riding over rough roads. When the brake is applied lightly to the front wheel, the reaction from the ground falls more closely along the axis of the front fork, and the bending moment at the crown is diminished. If the front brake is applied harder the reaction from the ground at d may pass through the crown, in which case the bending moment at the crown is zero. Still harder application of the brake causes a bending moment in the opposite direction. In fig. 1 the axes of the top and bottom tubes of the rear frame are produced to meet at a. If the reaction from the ground is in the direction da, the top and bottom tubes are subjected to pure compressive and tensile stresses respectively. When no brake pressure is applied a bending moment due to the overhang ab is superimposed on these tubes. Thus a short socket head with top tube sloping downwards towards the head gives a stronger frame than a horizontal top tube. The steering axis ef is arranged so as to cut the ground at f, a little in front of the point of contact d of the wheel with the ground, giving a slight castor action, and making steering possible without use of the handle-bar. The rake of the steering head (that is the angle between ef and bd) and the set of the fork (that is the displacement of the wheel centre c from the axis ef) may be varied within tolerably large limits without much affecting the easy steering properties of the bicycle. The transverse stresses on the rear frame due to the action of pedalling are more severe than those due to the vertical load. The pedal pressure is applied at a considerable distance from the central plane of the bicycle, and the pedal pin, cranks and crank-axle are subjected to a bending moment which is transmitted by the ball bearings to the frame. The down-tube from the seat lug to the crank-bracket and the bottom tube from the foot of the steering socket tube to the crank-bracket are made fairly stout to resist this bending moment. Further, the pull of the chain causes a transverse bending moment in the plane of the chain-stays, which must be stiff enough under heavy pedal pressure.

Fig. 2.

The tubular portions of the frame are made of weldless cold-drawn steel tube. The junctions or lugs are usually of malleable cast iron, bored to fit the outside of the tube, the final union being effected by brazing. In very light bicycles the tubes are kept thin, 22 or 24 W.G. (.028 in. or .022 in. thickness) at the middle, and are strengthened at the ends by internal liners. Or butt-ended tubes are employed, the tubes being drawn thicker at the ends than in the middle. The steering post and fork sides especially should be thus strengthened at their junction with the crown. Some of the best makers use sheet steel stampings instead of cast lugs, greater lightness and strength being secured, and in some cases the sheet steel lugs are inside the tubes, so that the joints are all flush on the outside. The front fork blades are best made of sheet steel stamped to shape and with the edges brazed together to form a hollow tube. The sheet steel that can be thus employed has a much higher elastic limit than a weldless steel tube.

Fig. 3.

Bearings.—Ball bearings are universally used. Each row of balls runs between two ball-races of hardened steel, one on the stationary member, the other on the rotating member. The outer is called the “cup,” and the inner the “cone.” One of the four ball-races is adjustable axially so that the bearing may run without any shake. The ball-races are often made of separate pieces of steel, but the crank-axle usually has the cones formed integral with it, the necessary hardness being obtained by case-hardening. According as the two cups face outwards or inwards the bearing is said to have outward or inward cups, and according as the adjustable ball race is the cone or cup, the bearing is said to be cone-adjusting or cup-adjusting. Fig. 3 shows a ball-bearing hub with outward cups. The hub-shell H is turned out of mild steel, and the cups C are forced into the ends of the hub-shell and soldered thereto. A thin washer W is then spun into the end, for the purpose of retaining oil, and a thin internal tube T unites the two cups, and guides the oil fed in at the middle of the hub to the balls. The projecting flanges S are for the attachment of the tangent spokes used to build the hub into the wheel. The spindle A has the two cones screwed on it, one C1 against a shoulder, the other C2 adjustable. The spindle ends are passed through the back-fork ends and are there adjusted in position by the chain-tension adjusters. After adjustment the nuts N clamp the spindle securely between the fork-ends. The chain-wheel or free-wheel clutch is screwed on the end of the hub-shell, with a right-hand thread. The chain being at the right-hand side of the bicycle (as the rider is seated) the driving pull of the chain tends to screw the chain-wheel tight against the shoulder. A locking-ring R with a left-hand thread, screwed tight against the chain-wheel, prevents the latter from being unscrewed by back-pedalling. With a free-wheel clutch screwed on the hub, the locking-ring may be omitted.

Fig. 4.

Fig. 4 shows one end of the cup-adjusting hub, with inward bearings. The cones are formed of one piece with the spindles, and the adjusting cup C is screwed in the end of the hub shell, and locked in position by the screwed locking-ring R. The figure also illustrates a divided spindle for facilitating the removal of the tire for repair when required without disturbing the wheel, bearings, chain or gear-case. The chain side of the hub-spindle, not shown in the figure, is secured to the frame in the usual way; on the left side the spindle S projects very little beyond the adjusting cup. A distance washer W is placed between the end of the spindle S and the fork-end F. A detachable screw-pin, or the footstep, P, passes through the chain-adjusting draw-bolt B, the fork-end F, and the distance washer W, and is screwed into the end of the spindle S, the hexagon head of the detachable pin drawing all the parts securely together. On unscrewing the detachable pin, the distance washer W drops out of place, leaving a clear space for removing the tire without disturbing any other part.

The inward-cups bearing retains more oil than the other form. The pressure on a ball being normal to the surface of contact with the ball race, and each ball touching two ball races, the two points of contact must be in line with the centre of the ball. All the lines of pressure on the balls of a row meet at a point f on the axis of the spindle. The distance between the two points f (fig. 5) may be called the virtual length of the bearing. Other things being equal, the outward-cups bearing has a greater virtual length than the inward-cups bearing. In hubs and pedals where the actual distance between the two rows of balls is sufficient, this point is of little importance. At the crank-axle bearing, however, where the pedal pressure which produces pressure on the axle bearings is applied at a considerable overhang beyond the ball-races, the greater virtual length of the outward-cups is an advantage.

Fig. 5.

Fig. 5 shows diagrammatically the usual form of crank-axle bearing which has inward-cups and is cup-adjusting. The end of the bracket is split and the cup after adjustment is clamped in position by the clamping screw S. The usual mode of fastening the cranks to the axle is by round cotters C with a flat surface at a slight angle to the axis, thus forming a wedge, which is driven in tight. The small end of the cotter projects through the crank, and is screwed and held in place by a nut. The chain-wheel at the crank-axle is usually detachably fastened to the right-hand crank.

The Rudge-Whitworth crank-bracket has outward cups and is cup-adjusting. The cranks are cotterless. Fig. 6 is a sectional view. The left crank and axle are forged in one piece. The fastening of the right crank and chain-wheel is by multiple grooves and teeth, this fastening being better mechanically than the cotter type.

Fig. 6.

Pedals.—The pedal consists of a pedal body, on which the foot of the rider rests, mounted by ball-bearings on a pedal-pin, which is secured to the end of the crank and turns with it. The pedal body is made in many forms, but usually the bearing-cups are contained in a tube from the ends of which project plates, carrying rubber blocks, or serrated plates (rat-trap pedals), on which the foot of the rider rests. Cone adjustment is most used. The fastening of the pedal pin to the crank is best effected by screwing it up against a shoulder, the right and left crank eyes being tapped with right and left hand screws respectively. With this arrangement, if the pedal pin screw is a slack fit in the crank eye, the pressure on the pedal tends to screw it up against the shoulder.

Wheels.—Bicycle and tricycle wheels are made on the “suspension” principle, the spokes being of high-tenacity steel wire, screwed up to a certain initial tension, thus putting a circumferential compression on the rim. In the “artillery” wheel, the wooden spokes are in compression, and the rim is under tension. The rims, which are made to a section suitable for pneumatic tires (see Tire), may be of sheet steel or aluminium alloy rolled to the required section, either without joint or jointed by brazing or riveting. Wood rims are used on racing bicycles, but in England are not popular for roadster bicycles. Holes are drilled at or near the central plane of the rim for the spoke nipples, which have shoulders resting on the outer surface of the rim and shanks projecting through the rim towards the hub. The spoke ends are screwed to fit the nipples. The shank of the nipple has a square cut on its outside surface by which it can be screwed up. The spoke flanges on the hub are placed far apart and the spread of the spokes gives the wheel lateral stability. Tangential rigidity under driving and braking is obtained by fastening the spokes to the hub tangentially (figs. 1 and 2). The hub fastening of the spoke is simply obtained by forming a hook and head on the spoke end, and passing it through a hole in the hub flange. The best spokes are butted at the ends, i.e. made of larger diameter than at the middle, to allow for screwing at one end and the hook bend at the other.

Fig. 7.

Chains.—There are two widely used types of chains. The “block” chain (fig. 7) consists of a series of central blocks connected by side plates. The “roller” chain (fig. 8) consists of a series of outside and inside links. The outside link A is made up of two steel side plates P united by two shouldered rivets R. The inside link B consists of two side plates P united by two tubular pieces T, which form bushes for the rivets R and pivots for the rollers L. The rivets, bushes and rollers are case-hardened.

Fig. 8.

Roller chains for cycles are made in two pitches, ½ in. and 5⁄8 in., and in widths from 1⁄8 in. to ¼ in. between the side plates of the inside links. The weight of 4 ft. length (96 links) of a ½ in. pitch 1⁄8 in. wide roller chain is about 12¼ oz., and its breaking load is about 2000 ℔ In a block chain the ends of the blocks engage with the teeth of the chain-wheels, and the same surfaces continually coming into contact, the wear may become excessive, especially when exposed to mud and grit. In the roller chain the outer surfaces of the rollers engage with the teeth of the chain-wheels, and during the engagement and disengagement may roll slightly on the tubular rivets. The surface of contact of the roller and tubular rivet is not directly exposed to the dust and grit from the road. The rollers therefore serve the double purpose of (1) transferring the relative motion of the parts to a pair of surfaces under better conditions as regards lubrication, and (2) presenting a new part of the outside surface of the roller for the next engagement with the chain-wheel. The durability of roller chains is thus much greater than that of block chains, under the usual conditions of cycling.

Fig. 9.

Chain-wheels.—The pitch line of the chain-wheel is polygonal (fig. 9), a, b, c, d being centres of adjacent joints of the chain when lying in contact with the wheel. The path of the joint a of the chain, relative to the chain-wheel as it enters on to and leaves the chain-wheel, is evidently the curve a3 a2 a a′1 a′2 made up of a series of circular arcs having centres d, c, b, b′, c′, respectively. Similarly for the path of the adjacent joint b. The fullest possible form of the tooth is that between the two parallel curves, of radii less by an amount equal to the radius of the roller, as indicated in fig. 9. But since it is neither necessary nor desirable that the roller should roll along the whole length of the tooth, the radii of curvature of the tooth outline may be less than shown in fig. 9. A good arrangement of tooth form is shown in fig. 10.

Fig. 10.

Owing to the polygonal pitch surfaces of the chain-wheels a chain does not transmit motion with constant speed-ratio of the shafts. The variation of speed-ratio in a chain with links of equal pitch is approximately inversely proportional to the square of the number of teeth in the smaller chain-wheel, as shown in the table annexed, in which the percentage variation is—

maximum speed-ratio − minimum speed-ratio	× 100.
average speed-ratio

Number of teeth on hub chain-wheel	10	12	14	16	18	20	24	28
Percentage Variation	5.1	3.5	2.7	2.1	1.6	1.3	0.9	0.7

The rollers as they come in contact with the chain-wheel strike it with a speed proportional to the angular speed of the chain-wheel and to the pitch of the chain, causing a certain amount of noise.

Chain Adjustment.—To keep the chain running at correct tension, it is necessary to have some adjustment of the distance between the crank-axle and hub. This is obtained either by an eccentric adjustment at the crank-bracket, an eccentric adjustment at the hub-spindle or by draw-bolts at the fork-ends, the last method being most common.

Gear-case.—The modern roller chain by makers of repute is so durable that the necessity for a gear-case is not so great as when chains were of inferior quality. But if the bicycle is to require the minimum amount of care and attention a gear-case should be fitted. The Sunbeam gear-case is built into the frame and is oil-retaining, and the chain, chain-wheels, free-wheel and two-speed gear are continually lubricated by an oil-bath. A detachable gear-case is not usually oil-retaining, but serves to exclude grit and mud from the chain.

Gear and Crank-length.—The “gear” of a bicycle is given by the formula Dn1/n2 where D is the diameter of the driving wheel in inches, n1 and n2 the numbers of teeth on the crank-axle and hub chain-wheels respectively. At each revolution of the crank-axle, the bicycle is moved forward a distance equal to the circumference of the circle of diameter equal to the gear. Thus with a 28 in. diameter driving-wheel, 18 teeth on the hub chain-wheel, 45 teeth on the crank-axle chain-wheel, the bicycle is geared to 70 in. The usual crank-length is 6½ to 7 in. Cranks of 7½, 8 and 9 in. length can be had, but require a bicycle frame of special design. The gear should be roughly proportional to the crank-length. The gear 10 times the crank-length is a good proportion for an average rider.

Fig. 11.

Free-wheels.—A free-wheel clutch transmits the drive in one direction only, allowing the pedals to remain at rest at the will of the rider, while the bicycle runs on. With a free-wheel, chain breakages are reduced or nearly eliminated, as should the chain get accidentally caught the free-wheel comes into play. There are three principal types of free-wheel clutches—roller, ratchet and friction cone. The roller type was the earliest in use, but has fallen into disfavour. A sectional view of a ball-bearing ratchet free-wheel, with outer cover removed, is shown in fig. 11. The ring on which the three pawls and springs are carried is screwed on the end of the hub; the chain-wheel is combined with an inner ratchet wheel and is mounted by two rows of ball bearings on the pawl ring. The friction cone type of free-wheel clutch is usually combined with a brake inside the hub, the whole combination being termed a coaster hub. Fig. 12 shows a sectional view of the Eadie two-speed coaster, in which the free-wheel clutch and brake are combined with a two-speed gear. The free-wheel clutch action is as follows: A forward pressure of the pedals turns the externally threaded driving cone H in the internally threaded cone F, the latter being thus forced to the right into engagement with the cup J which is screwed to the hub-shell, thus forming a friction driving clutch. The pedals being held stationary the driving cone H is stationary, and the hub running on the ball bearings G, the cone F travels towards the left until released from the cup J, when it also remains at rest. In this type of free-wheel clutch it is essential that there be little or no friction between the screwed surfaces of H and F, else on beginning to pedal, the cone F may remain stationary relative to the driving cone H, and no engagement between F and J may take place. If F be prevented from turning faster than the hub-shell, as is sometimes done by a light spring between the two, the engagement of the friction clutch must take place as soon as the pedals tend to move faster than the speed corresponding to that of the hub-shell.

Fig. 12.—Eadie Two-speed Coaster Hub.

Brakes of many types are used, differing in the place and mode of application. The tire brake has fallen into disuse, rim brakes and internal hub brakes being usual. The retarding force that can be applied by a brake is limited by the possibility of skidding the wheel. In riding at uniform speed, without acceleration, the greater part of the load is on the rear-wheel; but as soon as the brake is applied to cause retardation the wheel load distribution is altered, more load being thrown on the front wheel. Thus the most powerful brake is one applied to the front wheel. On the other hand, a front-wheel brake often sets up an unpleasant vibration of the front fork. On a greasy road too powerful pressure on the front-wheel brake may cause a side-slip with no chance of recovery; while with the back-wheel brake recovery is possible. The Bowden system of transmission, which is largely used for cycle brake work, consists of a steel stranded cable inside a flexible tube formed by a closely wound spiral of steel wire, the cable being practically inextensible and the spiral tube practically incompressible; if the ends of the latter be fastened it forms a guide tube for the cable, any movement given to one end of the cable being transmitted to the other end. The spiral tube may be led round any corners, but the frictional resistance of the cable inside the spiral tube increases with the total angle of curvature of the guide tube; the laws of friction of a rope passing over a drum apply. In fitting the Bowden system the total curvature should therefore be kept as small as possible. With a back-pedalling rim brake the cycle cannot be wheeled backwards unless a special device is used to throw the operating clutch out of action. A back-pedalling brake is most conveniently applied inside the hub, as in the coaster hub. In the Eadie two-speed coaster (fig. 12) the braking action is obtained by the expansion of the steel band I against a phosphor bronze ring L carried by the rotating hub-shell. The steel band I is mounted on a disk with a projecting arm, the end of which is clipped to the frame tube. The expansion of the steel band is effected by the movement of the lever K fixed to the cone E. On moving the pedals backward the screw drive-ring H forces the cone nut F with which it engages to the left into contact with the cone E. The backward movement of the pedals being continued sets up the required movement of the lever K, and applies the brake.

Fig. 13: Sunbeam Two-Speed Gear.

Variable Speed Gears.—The effort required to propel a bicycle varies greatly, according to the conditions of road surface, gradient up or down hill, wind against or behind. To meet these variable conditions, a variable speed-gear is an advantage. The action of the human motor is, however, so entirely different from that of a mechanical motor that it is easy, without practical experience, to over-estimate the value of a variable speed gear. Probably from 50 in. to 80 in. represents the greatest useful range of gear for an average rider. With a gear lower than 50 in., the speed of climbing a steep gradient is so slow that balancing difficulties begin, and it is better to walk up. With 80 in. gear and 7 in. cranks, the speed of pedalling, even at 25 miles an hour, is not irksome, provided the conditions are favourable. For those who have not cultivated the art of quick pedalling the useful range of gear under favourable conditions may be extended to say 90 in. or 100 in. The gear-ratio of a two-speed gear is the ratio of the high to the low gear. The most suitable gear-ratio for any rider will depend upon his personal physique and the nature of the country in which he rides. For a middle-aged rider of average physique a gear-ratio of 125 : 100 is suitable, for those of weaker physique the gear-ratio may with advantage be greater, say 137.5 : 100; while for road racing it may be smaller, say 117:100. With a three-speed gear the low and high gears should be chosen respectively below and above the single gear which suits the rider, the middle gear being about the same as the rider’s usual single gear.

All the variable speed gears at present made consist of toothed wheel mechanism either at the hub or crank-bracket, and nearly all are based on the same epicyclic train of toothed wheels. At one speed there is no relative motion of the toothed wheels, the whole mechanism revolving as one solid piece; this is called the “normal” speed. At the other speed one part of the mechanism is held stationary and the driven part revolves faster or slower than the driver, according as the gearing is up or down. In some two-speed gears the normal is the high speed, in others the low. In expressing the gear-ratio, the normal speed will be denoted by 100. At the normal gear there is of course no additional friction. The type of two-speed gear used practically settles whether the normal gear is at high or low speed; but it seems best, other things being equal, to have the low speed the normal gear, as then the conditions are worst. If the high speed is at normal gear, then at low speed the chain gears up and the two-speed gear gears down; which is, to say the least, a roundabout transmission.

Fig. 13 is a sectional view of the Sunbeam two-speed gear which is arranged at the crank-axle, and clearly shows the relative disposition of the toothed wheel mechanism common to nearly all cycle speed gears. The chain-wheel is fixed to the annular wheel A; the planet carrier C is fixed to the crank; and when the sun-wheel D is held stationary, the chain-wheel is driven faster than the cranks. When the sun-wheel D is released, the planet carrier C drives the annular wheel A by the ratchet free-wheel clutch; the part thus revolves as a solid piece, and gives the normal or low speed. The gear-ratio is 133.3 : 100.

Fig. 14.

Fig. 14 is a sectional view of the “Hub” two-speed gear, the chain-wheel or free-wheel clutch being omitted. In this the annular wheel is the driver, and the planet carrier is part of the hub-shell. When the central pinion is held stationary the hub is driven at a less speed than the chain-wheel; the gear-ratio is 100 : 76.2.

In the Fagan two-speed gear, shown combined with the Eadie coaster hub in fig. 12, the sun-wheel B can be moved laterally by the striking gear, so as to engage with the chain-wheel centre C, giving normal gear, or with an internally toothed wheel A fixed to the spindle. The chain-wheel centre C carries the annular wheel, and the four planet pinions D are mounted on the driving cone H. Thus the gear gives a reduction of speed, the gear-ratio being 100 : 75. The Sturmey-Archer three-speed hub (fig. 15) has gear-ratios 125 : 100 : 80. In the high gear position the epicyclic toothed wheels are to the extreme left position. The chain-wheel is mounted by a free-wheel on a drive-ring, with which the ends of the spindles of the planet wheels engage at high gear. The sun-wheel, not shown in the figure, is held stationary, and the annular wheel engages with a ring screwed to the hub-shell, by means of keys engaging in notches. The hub is thus driven at a higher speed than the chain-wheel. For normal gear, the striking gear draws the internal mechanism of the hub towards a central position, compressing a spring, disengaging the sun-wheel and locking the drive-ring hub and annular wheel together. At low gear, the internal mechanism is drawn to the right-hand side, where the planet carrier engages with the end plate of the hub by means of claw-clutches. The annular wheel is still engaged with the drive-ring, and the sun-wheel is again locked to the spindle. The hub is thus driven at a lower speed.

Fig. 15.

Tandem Bicycles.—The weight of a roadster tandem is about the same as, or a trifle less than, that of two single roadster bicycles, but the frictional resistance of the mechanism, the rolling resistance of the tires, and the air resistance at a given speed are much less than twice the values for a single bicycle. Consequently, much higher speeds are attained on the level, and free-wheeling down hill is much faster. On the other hand for riding up hill on a moderate gradient, the effort required is about the same as on a single, while on very steep gradients the tandem is at a slight disadvantage. For the full enjoyment of tandem riding, therefore, a two-speed gear is a necessity, while a three-speed gear is better. In the Raleigh tandem (fig. 16) the frame design is such that it can be ridden by two ladies, and the strength and rigidity is sufficient for two heavyweight riders. The steering and control of the brakes is done by the front rider. Connected steering is employed in some tandems, allowing the rear rider to steer if necessary. For two expert tandem riders, connected steering is slightly more pleasurable than fixed handle grips for the rear rider, but on the other hand, divided control may lead to disaster at a critical moment. Most passengers on a tandem with connected steering unconsciously give the steering a bias in one direction or the other, putting a nervous strain on the steersman which becomes almost intolerable towards the end of a long ride.

Fig. 16.

Motor Bicycles.—Fig. 17 shows a touring motor bicycle, fitted with luggage carrier and stand, the latter for supporting the bicycle while at rest. The average speed of a motor bicycle being much greater than that of a pedal bicycle the stresses on the frame due to moving over rough roads are greater. This necessitates greater strength and weight in all parts—frame, wheels and tires. To take this increased weight up steep gradients requires increased engine power. The weight of a touring motor bicycle may be from 150 to 200 ℔ The drive is usually by a V belt of leather, or of canvas and rubber, the angle of the V being 28°. The engine speed at maximum power is from 1500 to 2000 revolutions a minute, and the belt gears down in a ratio varying between 1⁄3 and 1⁄6 according to the cylinder capacity of the engine. The possibility of the belt slipping slightly is conducive to smoothness of drive; chain-driving, except in combination with a slipping clutch, is too harsh. The principal defect of the belt drive is that the belt stretches, and on coming to a steep hill may have to be tightened before the bicycle can be driven up. The control of the speed and power of the engine is effected by the throttle, extra air valve and spark advance, the levers for which are all placed within convenient reach of the driver. As the engine is almost invariably air-cooled, the skilful manipulation of these three levers is essential for satisfactory results. On a good level road when the engine may be working at a small fraction of its maximum power, the proportion of air mixed with the petrol vapour from the carburettor may be great, giving a “weak” mixture, yet one rich enough to be ignited in the cylinder. The throttle valve may be fully open and the spark advanced for high speed; the throttle partially closed and spark retarded for slow speed. Under these conditions the engine will run for an indefinite period without overheating. Up a steep gradient, the mixture may have to be made “richer” by partial closing of the extra air opening, and as more heat is evolved, the cylinder walls may become overheated, unless the engine power is sufficient to keep the bicycle moving through the air at a good speed. As the engine cannot run steadily at low speed, pedalling is resorted to for starting and for riding slowly through traffic. For this purpose, an “exhaust valve lifter” is usually fitted, by means of which the exhaust can be kept permanently open, in order to relieve the resistance to pedalling which the compression stroke would otherwise offer.

Fig. 17.

The nominal rating of the horse-power of a motor cycle engine is rather vague and indefinite. A 3-H.P. engine may have a cylinder of 76-80 mm. diameter and 76-80 mm. stroke. Twin-cylinder engines, with one crank, are largely used, and some excellent 4-cylinder motor bicycles are made with bevel gear transmission. The chief advantage of the multicylinder engine is the smoother drive obtained.

A “trailer” with two wheels for carrying a passenger can be attached to a motor bicycle, but the element of risk is increased. A side-car, with one additional wheel, forms a safer passenger carrier.