Современное автомобилестроение. Сахарова Н.С. - 98 стр.

when in that year the first three places in the senior race were taken by the very
advanced Indian from the USA using a two-speed countershaft gearbox and all-chain
drive. The single-speeder was doomed.
    There followed the magnificent Sunbeam of 1912. It was advanced in every way
with two-speed gearbox, kick-start, enclosed all-chain drive, clutch control on the
handlebar and everything constructed to ‘Rolls Royce’ standards.
    The pioneer motorcyclist needed enthusiasm, tenacity, and the adventurer’s spirit.
Riding a single speed machine was by no means easy. Throttle, air and ignition levers
controlled the engine. There was no clutch; the cycle type stirrup brakes were almost
useless and the narrow, treadless tyres easily side-slipped on wet, rough roads. Heavy
clothing was essential for protection against cold, wind, rain or dust, yet the frequent
need for pedalling to help the engine soon had the rider in a lather of sweat.
    During the First World War rugged machines were developed by several famous
manufacturers for use by despatch riders over rough terrain. The British Army used
the Douglas and Triumph for messenger work, while bigger two-cylinder Royal
Enfields and Clynos were employed for mobile machine gun mounts. Following the
war, orders flooded in for new motor bikes, many of them from ex-servicemen with
first-hand riding experience. The years 1919 and 1920 were a boom time for the
industry, with ninety new makes appearing, but spiralling prices and a shortage of
materials soon caused the orders to dry up. The market did recover and Britain
became established as the maker of the finest machines in the world.
    The 1920s was the ‘Golden Age’, with BSA, Triumph, Douglas, Ariel, Matchless
and Norton at the top of the league. Throughout the inter-war years technical
advances continued. Stronger and lighter metals were used, overhead-valve engines
replaced side valves and the foot gear change came in. For the motorcyclist, roads
were improving, garages and petrol stations were commonplace, and machines were
easier and safer to ride.
    The sidecar combination, costing about £70, offered economical family transport
but the arrival of baby cars such as the Austin 7 at £135 (1928) caused many families
to desert their sidecar outfits. The motorbike itself continued to be popular with for
example 646,295 registered in 1926 compared to 695,634 cars.
    During the Second World War the American army relied on the Harley-Davidson
and Indian, Britain used the Ariel, BSA, Matchless and Norton; the Germans had
BMW and Zundapp. Convoy escort and despatch work were the primary duties of the
motorcycle at this time.
    In the post-war world the motorcycle market changed dramatically. The great
British firms continued to produce large machines and failed to introduce light
runabouts like the scooter and moped. The Japanese saw the signs and took the
market by storm. In 1948 Soichiro Honda bought some army surplus generator
engines and fitted them to bicycle frames. In 1958 came the C100, a step through
motorcycle ridden like a scooter, which revolutionised motorcycling. These universal
bikes were popular with all ages, particularly women and sold in millions throughout
the world. The superbikes of the 1980s with their turbos, digital fuel injection and the
power to reach 160 m.p.h., would seem science fiction to the Edwardian motorcyclist.

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