Veloce Sales Brochure - 1913

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Cover image

Text from the original brochure

What we Think!

MR. MOTORCYCLIST,

HAS IT EVER STRUCK YOU HOW FAR BEHIND THE TIMES THE AVERAGE MOTOR-CYCLIST IS, TAKING MODERN CAR PRACTICE AS THE STANDARD? WHAT CAR OWNER WOULD BE SATISFIED WITH THE MANY SLIPSHOD METHODS OF OVERCOMING DIFFICULTIES WHICH THE MOTOR-CYCLE

The disadvantages of the usual type

DESIGNER CONSIDERS SATISFACTORY; THE CLUTCH THAT WOULD DISGRACE A CAR OF THE YEAR OF GRACE 1901. THE LUBRICATION METHODS THAT CARS DROPPED 5 YEARS AGO AS UNSATISFACTORY, THE TRANSMISSION SYSTEM KNOWN AS "COMBINED DRIVE", BECAUSE IT COMBINES THE DISADVANTAGES OF BOTH BELT AND CHAIN.

Our view of an ideal Motor Cycle

MORE THAN TWO YEARS AGO WE RECOGNISED THESE DEFECTS, AND REALISING THE ADVANTAGES OF BEING FIRST IN THE FIELD, WE SET OUT TO DESIGN A MACHINE WHICH WOULD AS FAR AS HUMANLY POSSIBLE BE PERFECT. THE MACHINE MUST BE LIGHT, FOR EASE OF HANDLING AND ECONOMY OF RUNNING; IT MUST BE

CAPABLE OF CLIMBING ANY HILL, HOWEVER STEEP, AND AT THE SAME TIME IT MUST POSSESS A TURN OF SPEED SUFFICIENT TO SATISFY ALL BUT THE MOST INVETERATE SPEED MERCHANT, TO WHOM ONLY AN 8-H.P. STRIPPED RACER WILL APPEAL. ABOVE ALL IT MUST REQUIRE NO ATTENTION WHICH THE VERIEST NOVICE COULD NOT GIVE IT, AND, IN FACT, IT MUST BE AS RELIABLE AND AS EASY TO HANDLE AS A PEDAL-CYCLE. IT THEREFORE MUST BE FITTED WITH A GENUINE AUTOMATIC LUBRICATION SYSTEM, A REALLY EFFICIENT CLUTCH AND CHANGE SPEED GEAR, AND THE TRANSMISSION MOST COMPATIBLE WITH THE GENERAL DESIGN.

THE RESULT IS THE 2 1/2 H.P. VELOCE LIGHTWEIGHT, AND DURING THE TWO YEARS WE HAVE MANUFACTURED THIS MACHINE WE HAVE FOUND IT TO BE ITS OWN BEST ADVERTISEMENT. THOUGH ORIGINAL IN DESIGN, IT IS IN NO WAY FREAKISH IN APPEARANCE. THE CONVENTIONAL TANK AND FRAME BEING USED, BUT MANY UNIQUE FEATURES ARE INCORPORATED WHICH ARE DESCRIBED AT LENGTH IN OUR LARGE CATALOGUE. THE ENGINE AND GEAR-BOX ARE COMBINED IN ONE CASING GIVING AN EXCEEDINGLY COMPACT APPEARANCE TO THE MACHINE ;

Unique features of the Machine

THE ENGINE BEARINGS ARE LUBRICATED BY OIL FED UNDER PRESSURE FROM A PUMP DRIVEN BY THE ENGINE, -- THE GEARS AND CLUTCH ARE OPERATED BY ONE PEDAL, THERE BEING NO CLUTCH SPRINGS OR UNSIGHTLY OUTSIDE CONTROL RODS, AND CLUTCH ADJUSTMENT IS UNNECESSARY. ALSO, AND THIS POINT SHOULD BE NOTED, THERE ARE ONLY SIX GEAR WHEELS IN THE WHOLE MACHINE.

Our 3 1/2 -H.P. Machine

IN ADDITION TO OUR LIGHTWEIGHT MACHINE WE ALSO MANUFACTURE A 3 1/2 H.P. MODEL OF THE CONVENTIONAL TYPE. WHILE WE CANNOT CLAIM THE SAME ADVANTAGES FOR THIS MACHINE THAT WE DO FOR THE LIGHTWEIGHT, IT IS NEVERTHELESS MANUFACTURED OF THE BEST MATERIALS, AND THE WORKMANSHIP IS ABOVE REPROACH.

Our Velocette

WE LEAVE OUR SUCCESSES WITH THIS MACHINE IN TRIALS TO SPEAK FOR THEMSELVES FOR THOSE WHO DO NOT CARE TO GO TO THE EXPENSE OF THE HIGHER PRICED MACHINES, AND FOR THE MAN WHO REQUIRES A VERY LIGHT HANDY MACHINE WHICH IS CAPABLE OF A MODERATE AVERAGE SPEED WITH LOWER RUNNING COSTS THAN THE MOST POWERFUL MACHINE, WE HAVE DESIGNED A NEW MODEL WHICH WE CALL THE VELOCETTE. IT HAS A TWO STROKE ENGINE OF 2 1/2 H.P. MECHANICAL LUBRICATION AND EITHER BELT DRIVE FOR SINGLE GEAR OR CHAIN DRIVE FOR THE TWO SPEED MODEL. ALTHOUGH THE POWER IS SO LOW THE SINGLE SPEED MACHINE CAN TACKLE ALMOST ANY MAIN ROAD GRADIENT SUCCESSFULLY, AND THE TWO SPEED MODEL WILL CLIMB A MOUNTAIN IF NECESSARY.

We manufacture Engines & complete our Machines In our own factory

ALL OUR MACHINES ARE MANUFACTURED IN-TOTO IN OUR OWN WORKS, AND WE SHALL BE ONLY TOO PLEASED TO SHEW INTENDING CUSTOMERS OVER OUR WORKS, SO THAT THEY MAY SEE THE MACHINE IN THE MAKING. WE HAVE NO "SECRETS OF MANUFACTURE" TO CONCEAL; OUR LABOUR AND MATERIAL IS THE BEST OBTAINABLE, AND WE FEAR NO CRITICISM IN THIS RESPECT, SO THAT WE ARE ALWAYS GLAD TO INDUCE CUSTOMERS TO INSPECT OUR SHOPS, AND SEE FOR THEMSELVES THE EXCELLENCE OF THE WORKMANSHIP PUT INTO THE MACHINE THEY ARE ABOUT TO BUY.

YOURS FAITHFULLY,

VELOCE, LIMITED.

FLEET ST. BIRMINGHAM.
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As evidence of its remarkable Hill Climbing Qualities we give an illustration of a Performance witnessed by Mr J. Urry of Bicycling News and Motor Review.

This is to certify that on March 18th, I witnessed the Veloce Motor Bicycle, fitted with patent 2 1/2 Horse Power two-speed engine - with gear ratios 5 to 1 on the high speed and 8 to 1 on the low speed - climb Gough Street Hill, Birmingham, which has a gradient of 1 in 7, and is known as one of the toughest acclivities in the Midlands, with a very awkward "take off", at speeds varying from 25 to 5 miles per hour. The performance was repeated several times, - and on the majority of the trials the machine carried two passengers, whose combined weight was 22 stones. The starts were some of them standing, and when a single passenger rode, he could always stop and start on any part of the hill. It was in every respect a satisfactory and valuable test for the Veloce Engine.


What Owners' Think
~ of the Veloce ! ~


ANY OF THE ORIGINALS MAY BE SEEN AT OUR OFFICES.

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Messrs. Brunsdon Sen. & Jun. on a 2 1/2 -H.P. Veloce with Side Car

G. L. Brunsdon & Son, Irene Villa, Parkend Road, Gloucester

31st March, 1913

We are very pleased and highly delighted with the "VELOCE 2 1/2-H.P. Motor Cycle'. We find it is a most wonderful little machine. We have attached a Cancelet Side Car, and find it quite capable of an average of 25 m.p.h. On the level road we can get a speed of 35 m.p.h., and this I am sure is more than is expected from so small a power. It is quite a surprise to us, and to others who have seen it.


15th June, 1913

She is frequently driven 50-100 miles away. Last night she came back from Oxford, and the week before from London; in both cases with side car and passenger. She will take one of our steepest hills here with side-car, and with a little more power, would climb Birdlip Hill with passenger.

A description of Birdlip which appeared in The Motor Cycle, is as follows:- "Length, 1-mile 140-yds.; Maximum gradient, 1:5; Minimum gradient, 1: 15. The road surface is good-but after rain becomes very treacherous."
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Mr. INGHAM WITH HIS 3 1/2-H.P. VELOCE.

G.Wilton Cycle and Motor Co., 110, Wilton Road Victoria, London S.W.

19th May, 1913.

Re Streatham District Trials 10th May, and Hill Climb, I take this opportunity of informing you of the really wonderful performances put up by Messrs. Pullin and Ingham mounted on a 2 1/2 -H.P. and 3 1/2 -H P. machine respectively.

In the first instance I believe I am right in stating that this is the first and only standard 2 1/2 -H.P machine to successfully climb Porlock Hill and gain a silver medal without assistance, and personally I can vouch for the truth that this little machine was standard in every way as per catalogue dimensions. This machine also climbed Countisbury Hill, Lynton Hill, and Castle Rock; the latter is reported to be a narrow rough footpath.

Referring to the 3 1/2 H.P. ridden by Ingham, this machine made a great ascent of Porlock, and gained a gold medal. It was also one of the four to climb Station Hill, and it also climbed the Zig-zag to Porlock. The 3 1/2 -H.P. "VELOCE" was also the first to climb to the top of Bigsworth (a series of steps and rocks).


May 12th Hill Climb. The 3 1/2 -H.P. "VELOCE" made two clean ascents of Beggars Roost, gaining, a medal (bronze) making third place in each case. competing in the latter class with a big twin.
May 18th, Streatham and District Run to Arms Hill, several good climbs were made and the 3 1/2 H.P. "Veloce" was the only machine to climb with a passenger (youth).


W. McWhinney, 91, Grantham Road, Sparkbrook, Birmingham.

27th June, 1913.

I have had a very considerable experience of motor cycles from the days of the 11-H.P. Minervas and Warners. but I must say the "VELOCE" is the most surprising little mount I have ever ridden. It is easily capable of 40 or 50 miles an hour in touring trim, and if tuned for racing should be good for much more. As for hills, nothing seems to be able to stop it. Gorcott can be taken on top without slowing a tick, and Sunrising, though it brings her down to low gear, can be ascended at twelve miles an hour. I have even taken a passenger above the second bend on Sunrising, and re-started solo on the steepest
part. I can quite believe now that it would even take a side-car about, though that would be asking too much if done for any distance.

Congratulating you on your excellent machine.


F. Hall, 8, City Road, Birmingham.

28th September, 1912

With reference to the 2 1/2 -H.P. two speed Motor Cycle I recently took delivery of, I feel I must write and compliment you on your workmanship. I really consider it the best thing I have ever sat across. I give it daily use, and have never found even the slightest trouble with it. Let me, as a mechanic, especially compliment you on three of its beautiful points:-

1. Its perfect system of lubrication. Two days ago I took it with a passenger on carrier a non-stop run of 60 miles over hilly country, never once using the low gear, and when I had finished the cylinder was not hot enough to feel through a pair of leather gloves. Total weights were 21 1/2 stone.

2. Its wonderful Flexibility. I can really do 4 miles an hour without a misfire as easily as 40.

3. Its splendid balance. It is very nearly vibrationless. One passenger said after a run. "It is like a Pullman car."

Wishing you every success with your excellent machine.


4th April, 1913.

I feel I must write to say how extremely pleased I am with the 3 1/2 -H P. engine. I find it tremendously powerful, even big hills being unable to make any difference to its power, while on the other hand its flexibility enables one to crawl through thick traffic. For the man who requires a powerful solo mount it entirely fills his bill, while even a side-car without a speed gear attached to the machine does not in any way seem to overload it. Having had a good experience with various engines, I think it really the best I have handled. One thing more I will mention is its fine radiating surface which keeps the engine very cool. Wishing you every success, which your excellent workmanship is bound to bring you.


J. C. Kerry. Bridge Street, Downham Market

2nd June, 1913.

I may say, I am very pleased with engine. It certainly runs splendid. I did 110 miles yesterday on it with a 12-stone passenger in side car and a good gear on, but without the aid of pedals. It took us up some very steep hills, that is for Norfolk and in splendid style. I can get 30 m.p.h. with side-car; what it will do solo I don't yet know. The engine is certainly splendidly made. I hope before long to send order for another engine.


J. J. Cookson, Motor Garage, Macclesfield.

20th June 1913

I do not think you can do better than to fit a slightly higherH.P. to your present 2 1/2 H.P. Machine. I consider this little machine ofyours far ahead of any other of its kind.


W. King, Government Laboratories, Durban, South Africa.

12th April, 1913

The step for mounting my "VELOCE" Motor Cycle arrived safely last month and was fixed on without any trouble. It is a great convenience to me as I am only 5-ft.3-in. in height. I may say the machine is giving every satisfaction. Thanking you for your kindness in supplying the steps.


E Liddell, Skinburness, Silloth, Cumberland.

25th December, 1912

I received the " VELOCE " on Monday and am highly satisfied with it so far as I have tested it. I feel that in having got a "Veloce" I have got a machine three years ahead of any other machine in design.

25th, July, 1913

I find the machine very satisfactory, and I prefer it to any machine I have ever had: even a . . . . . I intend sticking to it for a long time to come.


A. Woodfull, R.P., 5, Newhall Hill, Birmingham.

23rd September, 1913

Messrs. The Veloce Co.,
Fleet Street, Birmingham.

Dear Sirs,
Having used my Motor Cycle daily since May last, I am now in a position to write you with regard to my opinion of the Veloce Motor Cycle. I unhesitatingly say I have covered upwards of 5000 miles and have never had the slightest trouble from any cause whatsoever. My business calls me to many remote parts of the Country, and frequently I have done my journey in far less time than the Train would have involved.

I find the Automatic Lubricator works splendidly, requiring very little attention, and most economical in the Oil used. The Foot-worked Gear is quite easily worked and I find this most useful, particularly in the case of conjested Traffic. Altogether I am delighted with my Motor, and cannot speak too highly of its all-round excellence.

Yours faithfully,

A. WOODFULL.


Wilton Cycle and Motor Co.-Testimonial continued.

11th June, 1913

I would like to express that I have to-day had the 2 1/2 -H.P. engine down, and am indeed surprised at the remarkably good condition of the interior which is as new, considering that the machine has now been driven a considerable distance under very severe conditions and with an extremely low gear ratio, running the engine at enormous revolutions, I was further surprised to find practically no carbon deposit, which spoke volumes for the design of the engine and your mechanical lubrication.


Mr. Chas A Hollis. 284, Rotton Park Road, Edgbaston, Birmingham.

20th October, 1912.

Just a line to let you know that I am very satisfied with the 2 1/2 H.P. VELOCE "you supplied me with some time ago. The capabilities of the machine have greatly exceeded my expectations. I find she can climb all ordinary hills in top gear. Negotiating traffic is a pleasure as the clutch and gear are so sweet in their action. The automatic lubrication system I find never to fail, and do not think any other system could give better results on moderately powered machines. Although never having had occasion to dismantle the engine, I can see that accessibility is a big point. You may trust I shall always let the merits of your machine be known as I am so pleased with it.

9th August, 1913.

You will be pleased to know that my tour on your 2 1/2 -H.P. was absolutely a no-trouble run. I did about 600 miles over the worst Lancashire and Yorkshire roads and never touched the engine once, except that the plug required cleaning on one occasion (not on the road). I used UNDER 1 1/2 pints of engine oil, and climbed every hill with absolute ease. My machine created a great impression upon my friends, and the garage people in Hull district.

Please accept my congratulations on the Six Days' Trial result.
Wishing you every success.


Dr. John Crow, Brigend, Largs, Ayrshire.

9th June, 1913.

The 2 1/2 -H.P. " VELOCE " is running well, having done 1022 miles by speedometer and about 300 miles before that, all without event, not even a puncture. The back tyre appears almost as new. Belt has been shortened twice. Power practically up to 1st standard. At 800 miles the gauge in sump was quite clean, and the oil too, clean, fresh and unburnt.

20th August, 1913.

The little Veloce has now done 2,000 miles without incident; without even a puncture I expected a good deal from 2 1/4 tyres on a lightweight and the back Kempshall looks almost like new. If the bead stands up the total mileage should be great, meanwhile the freedom from punctures is a great boon to a doctor Nothing has been done to the engine except adjusting the inlet valve twice or possibly three times, and the power has scarcely lessened in 2,000 miles. The exhaust valve is still intact. I am very pleased indeed with the machine. It suits my work better than any I have had. The new silencer is very effective.


8, City Road, Edgbaston,

30th October 1913.

Gentlemen,
I think you might like to know bow pleased I am with the 3 1/2 -H.P. 3-speed motor cycle I had off you early this year. First let me say: it has been entirely used as a passenger machine, with a coach-built side-car fitted with hood and screen. I have covered over 5,000 miles with it this season. including a 500 mile journey for my holidays through Wales with a carrier passenger as well as my side-car passenger; the total weight was 28-stone, and I never found a hill to stop me, and never had to use a spanner the whole journey. I can average 80 miles per gallon of petrol, which I think is very good. I have not had a single mechanical trouble the whole year, and have only once ground-in my valve. I find it altogether a first-rate, no-trouble machine.

Wishing you every success.
Yours truly,

F. HALL.


18, Ranelagh Avenue, Barnes.

2/9/13.

Dear Sirs,
I am writing to tell you how pleased I am with my little " Veloce." It has been running splendidly! 1 went to Eastbourne on Sunday, 7th with my brother and came back on the following Friday; I also ran into
Brighton twice; we had no trouble whatever. We also ran it every day in the week. I have recommended it to all my friends and they all seem very "sweet" on it.

Yours faithfully,

K. PULLIN,


The Exeter Cycle Works, 41, Sidwell Street, Exeter.

4th October 1913.

Dear Sirs,
I must say I am delighted with the power this machine is developing with the side-car. I can drive it anywhere well loaded, and use the low gear very little. It is a magnificent engine.

Yours faithfully,

P. J. HAWKINS.


Perth, West Australia.

September 29th,1913.

We are using Veloce, 2 1/2 H.P. Motors, and they have given every satisfaction up-to-date. I may state that we have used many other makes; but the Veloce have proved themselves the best for our roads here.

Faithfully yours,

RIPPON BROS.


Rotten Park Road, Edgbaston,

September 29th, 1913.

Gentlemen,
I have just completed a year's riding on my "VELOCE" 2 1/2 -H.P. 2-speed lightweight I purchased second-hand off your local agent, and I feel I must say how delighted I am with the frame. I have covered an average of over 100 miles per week, which gives me a seasoned mileage of well-over 5,000 miles; and never had the slightest trouble. As a matter of fact, it is my first motor cycles, and thought when buying, it would do for me to get experience, but I am as ignorant of the machine to-day as I was when I bought it, as I have never had to do; or have done for me the least thing to the engine. I find it takes me anywhere, even with a passenger on the carrier. I am using the same belt and front tyres as I had when I first had the machine, and have only had to buy a new back tyre owing to a huge cut I got. To the novice like myself, the lubrication does entirely away with the worry of thinking the engine will freize, and I have only had the sump cleaned once since I bought it. For
use in all weather I find it very good, as on skiddy roads I never get any trouble. I consider it reallv a marvel, and I recommend it to every one of my friends who are thinking of going in for a motor cycle-but feel frightened of the trouble. but as I say to them, if you buy one of these you will get no trouble.
Hoping you will do well with them,

Yours truly,

H. B. BARRATT.

What the Press Thinks
~ of the Veloce! ~

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ENGINEERING-
The "Veloce" Engine combines in its case a two-speed countershaft for the belt drive, and is to be particularly noticed on account of its compact and Mechanical design
A compact and efficient system of lubrication is fitted.

MOTOR CYCLE-
In the "Veloce" Engine, which was certainly one of the best designed little units to be seen at Olympia, the lubrication system was extremely complete.

IRISH CYCLIST-
The " Veloce" Engine, with its two-speed gear and clutch contained in the Crank Case, gear-driven Oil Pump, was one of the best things at Olympia, and has been conceived by a designer with foreknowledge of what may ultimately become standard practice. A very natty little unit it is, very ingenious is the way in which holes have been drilled in various parts to permit the Oil getting where it is required. There is nothing at all flimsy in the construction of this engine and gear, the design is undoubtedly very sound.
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BICYCLING NEWS AND MOTOR REVIEW -
'The "Veloce" used the crank case as a casing for its well designed two-speed gear, and a small rotary oil pump circulating oil from the sump makes efficient lubrication of the engine and gear a matter of certainty. A knob ended rod is raised above the top tank if the oil is circulating all right, and it is easy to feel for that knob even in the dark. A true crankshaft, positive lubrication. and eased compression to facilitate starting seems to me as necessities in a motor-cycle engine; yet in few constructions are they found together.
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THE CYCLE AND MOTOR CYCLE TRADER -
The new 2 1/2 -H. P. "Veloce Engine is a most practical and workmanlike solution of the lubrication problem. Every possible contingency seems to have been provided against, and as the oil constantly circulates amongst the change speed gear wheels and clutch, there is no haphazardness or dependence upon human control.

MOTOR CYCLE TRADER -
A useful, compact and simple type. of engine, a design seeming to combine the essentials for the type of engine and variable Speed Gear required for Tradesmen's small or light parcel's vans and similar vehicles.
So compact and mechanically designed plant as this would be worth the attention of some enterprising large firm to consider for tradesmen's carriers of the present push-cycle type.

MOTOR CYCLE -
On letting in the lower gear the machine slid gently away, and after slight acceleration in went the high without a suspicion of a jerk. As far as power was concerned the low gear need never have been used. but we found it a great blessing in the thick traffic and on greasy roads. The exhaust and valve timing gears are beautifully quiet. We had a practical demonstration of the advantages of forced lubrication for on slippery roads in thick traffic one is relieved of all trouble in this direction by an OCCASIONAL glance at the indicator, We noticed two points in particular, one was that the outside Fly Wheel permitted the engine to run very slowly, and very steady in greasy roads ; secondly, that throughout the heavy rain there was no suspicion of beltslips, which may be accounted for by the
large geared down engine pulley.
On returning to the works Mr. Taylor showed us round and we were delighted with the jigs and tools in use, and the careful way in which the parts were turned out.

MOTOR CYCLE, .August 29th, 1912 -
Forced lubrication is slowly coming to the front, and this year has seen several new engines employing it in one form or another, e.g , the "Veloce" or W.D.
The advantages of forced lubrication were very apparent when I recently saw one of the first-mentioned engines dismantled; although the engine had do much work, and should, if of ordinary design, have been exhibiting signs of bearing wear, the marks of the tools were still plainly visible, and the bearings were not properly worn in. Incidentally, carbon deposit was also strangely absent and the cool running of the engine had to be experienced to be believed.
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MOTOR CYCLING -
Within the last few months the makers of these machines have fitted a Kick-Starter of very neat and compact design.


MOTOR CYCLING -
The valves are large in diameter being approximately half the piston diameter, but they are exceedingly light and being made of a special steel, broken cages are unknown. Both valves are shaped to give a stream line path to the gases.
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MOTOR CYCLING, Aug 5, 1913 -
. . . the speed of the little machine was a considerable shock to some of the "nuts " with dropped handlebars.


MOTOR CYCLE -
Its method of oiling is unique and gives no trouble. We welcome it as a very promising mount and congratulate the makers on their enterprise.
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Left-A,
Inner clutch member.
B. Operating pedal and quadrant.
C operating screw

Right- Oil pump and driving gear cover. The pump shaft also drives the magneto. The pump is exposed on unscrewing the nut shown at the side.
THE SCOTTISH CYCLIST AND MOTOR CYCLIST-(October 15th, 1913)

One Of the most interesting of the light brigade which I have come across is the 2 1/2 h.p. Veloce, on which I have just completed a lengthy test extending over some hundreds of miles of Irish roads of all sorts front the big sixty-foot tar-macadam steam-rolled road (which contrary to popular opinion, does exist in Ireland) to the mountain tracks frequented only by mad motor cyclists and goats The power unit is designed on the lines of car practice, with an intelligent adaption to the needs of the motor cyclist. It possesses that boon we have long sighed for, mechanical lubrication, genuinely automatic in action, for the only attention the system received from me throughout the whole distance was to occasionally fill the sump, and I washed it out twice as a precaution, the engine being straight off the test bench. It speaks well for Veloce manufacturing methods that though the machine had no road test before I received it, it completed the 150 miles from Birmingham to Holyhead without any preparation whatever, and never once required the use of a spanner.

The little engine, though small in dimensions has a mighty spirit, and I have yet to find a hill that will stop it; though bad surface might, it seems proof against gradient however steep, and with full throttle it can put the maximum hand of the speedometer to a figure of which no one need be ashamed outside the precincts of a police court. W. M'W.
Veloce crank shaft and countershaft

A. crank pin.

B. roller bearings

C. Cam attached to high-speed wheel E.

D. Clutch- operating mechanism.

E. high gear wheel, steel.

F. low gear wheel, bronze.
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CYCLE AND MOTOR TRADER -

The 2 1/2-H.P. Veloce, with its unconventional single unit power plant has found favour with a large number of the motor-cycling public, which is probably attributed to the ingenuity, simplicity and compactness of the design.

The Carburetor side of the Veloce engine. showing the large out-side flywheel, and the magneto side showing the clutch and change-speed operating pedal
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THE IRISH CYCLIST -

'I'his engine with its two-speed gear and clutch confined in the crank case, gear-driven oil-pump etc., was one of the best things at Olympia and has been conceived by a designer with foreknowledge of what may ultimately become standard practice. A very natty little unit it is. A wholesale saving of parts has been affected only six spur wheels being used throughout, while in many engines seven or more wheels are employed in the timing gear and magneto drive alone.

Very ingenious is the way in which holes have been drilled in various parts to permit the oil getting where it is required ; for instance, a hole in the cam wheel at a given point in each revolution registers with a hole in the big end of the connecting rod, and thence the lubricant passes to the cylinder and gudgeon pin.

There is nothing at all flimsy in the construction of this engine and gear, and the design is undoubtedly very sound. I shall follow the future career of this machine which is produced by Messrs The New Veloce Motor Company, Limited, Spring Hill, Birmingham, with much interest.

What we have done in Trials

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By Permission of The Irish Cyclist

Two Veloce were entered in these severe Trials. Mr. Ingham on a 3 1/2-H. P. gained 96 % Efficiency, and was awarded a Gold Medal.

Mr. Gutgemann on a 2 3/4 H.P., climbed all Mountain Passes; and though he had a clear record till the last day, - was forced to retire with water in the Magneto (Some of the Water Splashes were 2-feet deep.)
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By Permission of The Irish Cyclist

E Gutgemann (2 3/4-H.P. Veloce) passing the timekeeper, Mr. E. B. Ebblewhite, in the Flexibility Test. - In the background is Mr. J. R. Nisbet, one of the Vice-Presidents of the A.C.U.
We have climbed almost every notable hill in Great Britain, including
Countisbury, Lynton and Castle Rock, Old Wyche Cutting, and every hill in the arduous Six Days Trials of 1913. We believe the Veloce to be the first 2 1/2 -H.P. machine to climb the notorious Porlock.
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By Permission of Motor Cycling.
PORLOCK HILL, DEVONSHIRE.

A hill 2 1/2 miles long with appalling surface, an average gradient of 1 in 9.5. and a maximum gradient of 1 in 4.

Birmingham - Perth 1912 Trials. 352 miles 2 1/2 H.P.Veloce; awarded Bronze Medal.

Birmingham-Carlisle and Back, 1912 Trials, 407 miles. 2 1/2- H. P. Veloce awarded Silver Medal.

Birmingham-Aberystwith Trials. 2 1/2-H.P.
Veloce awarded Silver Medal.

Blrmingham-Carlisle and Back, 1913 Trials 2 1/2 - H. P. Veloce awarded Gold Medal.

London-Exeter London Trial- 2 1/2 - H.P. Veloce awarded Silver Medal.
A. C. U. Spring One Day Trial.

Two Veloce started and finished to time, making non-stop runs. receiving Highest Awards, two First-Class Certificates and two Silver Medals. 100% Efficiency.
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By Permission of The Motor Cycle.
Mr. Ingham negotiating a Hair Pin Bend In Spring Trials.

Woolwich One - Day Trial. Out of 48 Starters, 6 only finished and one of them, Mr. Ingham on a 3 1/2 - H.P. Veloce

Sutton Coldfield & Mid - Warwick Trial. Three Veloce started and finished to time, two making non-stop runs, and winning Silver Medals.
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By Permission of Motor Cycling
COUNTISBURY HILL, DEVONSHIRE.

A rise of about 900 feet in about 2 miles, with very soft loose surface.

In the Strentham and District Trial and Hill Climb, Mr. Pullin on a 2 1/2-H.P. Veloce climbed Porlock, Countisbury, Castle Rock,and Lynton Hills, gaining Silver Medal.
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Mr. Ingham climbing Beggars' Roost

Mr. Ingham on a 3 1/2-H.P. Veloce climbed Porlock, zig-zag to Lynton, zig-zag to Porlock and Station Hill; gaining Gold Medal, and made also clear ascents of Beggars' Roost & Bigsworth

Streatham and District Inter Team Trial.
One 2 1/2-H.P. Veloce entered, made Non-Stop, gaining Silver Medal.

Hertfordshire 100 Miles Reliability Trial Speed Test and Hill Climb.
Mr. Halsall on a 2 1/2-H.P. Veloce, Class 4 (350 c/c) gaining 100% for Reliability, 100 % for Hill Climbing, 99 % for Speed.
Stockport M. C. C. Hill Climb. Mr. H. J. Seale on a 2 1/2-H.P. Veloce; Second in Class 3.

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"VELOCE" IN THE ARMY

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T. T. Races - 1913.
Mr. Pullin on a 2 3/4-H.P. Veloce, finished in time allowance,
Course 6 laps 225 miles.

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Mr. Pullin on a 2 3/4-H.P. Mr. Baker an a 3 1/2-H.P.

Aston Track . .
10 Miles Record 1913.
Won by Mr. Baker, with
Veloce 3 1/2 H.P. Engine,



Coventry Track
5 Miles Record 1913.
Rover Sports: Mr Baker's
time-7mins 28secs.
previous time 8mins. 49secs.
Won on a 3 1/2-H.P. Veloce

Veloce 2 1/2=H.P. Patent Motor Cycle.

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SPECIFICATION.


Engine - Veloce Patent 2-Speed Gear, with Mechanical Lubrication, M.0. Valves, Bore and Stroke 70 x 76 m/m, Gear Ratios 6 to 1 and 10.2 to 1.
Frame - Special Design, long wheelbase, low position.
Forks - Druid Patent.
Carburetter - Senspray or A.M.A.C.
Ignition - Eiseman High Tension, waterproof.
Exhaust Valve Lifter - Operated by Bowden wire from handle bar.
Silencer - Made of steel, very effective.
Transmission - Dunlop, 3/4 V shape Belt.
Brakes - Front Bowden, Back operated by foot,
Wheels and Tyres - Dunlop Studded 26 x 2 1/4 B.E.
Stands - Front and Back, easily detached.
Saddle - XL'ALL.
Tool Bags - Two Pannier, with complete kit of tools.
Foot Boards - Arranged to ensure a comfortable position.
Number Plates - Fitted front and back with red reflector.
Mudguards - Front, with side wings extending full length.
Belt Shield - Fitted close to spokes. All splashes from mudguard drop on this shield instead of on the belt.
Tank - Specially designed, strongly made, large Filler Cap, Petrol Injector over Compression Tap. Capacity 1 3/4 Gallons.

Price ~ 2 1/2-H.P. ~ Gent's Model 46 Guineas.

" ~ 2 1/2 " ~ Ladies' "
48 "

Complete with Footboards and Kick-Starter.

Price ~ 2 3/4-H.P. ~ T.T. Model ~ 48 Guineas.

Bore and Stroke 76 x 76.

Veloce 3 1/2-H.P. Standard Motor Cycle.

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SPECIFICATION.


Engine - Veloce 3 1/2-h.p. 85m/m x 88m/m = 499c/c.
Frame - New Design, very strong, low position. Colonial model with extra Ground Clearance.
Forks - Druid Patent Spring Forks.
Brakes - Bowden Front, and Foot Operated Belt Rim Brake.
Ignition - Bosch or U.H. Magneto latest waterproof type.
Carburetter - Brown and Barlow Handle-bar Control.
Transmission - Dunlop V Shape, 7/8in. Rubber Belt. Adjustable Pulley-Giving 4 to 1, and 5 1/2 to 1 Gears.
Tyres - 26 x 2 1/4-in. Dunlop Heavy Studded, B.E. Rear Stand-Hinges on Forkends and fixed to mudguard when not in use.
Exhaust Valve Lifter - Handle-Bar operated by Bowden Wire.
Silencer - Made of Steel, very effective
Saddle - XL'ALL or similar.
Tool Bag - Fitted with complete Set of Tools.
Foot Rest - Arranged to ensure a comfortable position.
Number Plates - Front and Rear ready for Registration Numbers.
Tank - Combined Oil and Petrol. Internal hand-operated Oil Pump.
Capacity - Petrol, 100 miles; Oil, 300 miles.
Finish - Frame Enamelled Black. Tank decorated in colour.

Price ~ Single Gear. .. .. 38 Guineas.

" ~ With Free Engine Hub
43 "

" Sturmey-Archer 3-Speed Hub
48

The Velocette 2 1/4=H.P. Two Stroke.

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SPECIFICATION.


Engine - Veloce 2 1/4-h p Two Stroke, with Mechanical Lubrication.
Bore and Stroke 60.3 x 73m/m = 206c/m, B.H.P. 3.65 at 2800 R.P.M.
Frame - Special Design, low position, 28 inch to top of saddle.
Forks - Druid Patent.
Carburetter - A.M.A.C.
Ignition - U.H. Magneto or Bosch, extra 10/-
Control - Compression release Carburetter and change Speed Gear from Handle Bar, Magneto Control from Tank.
Silencer - Large and Effective.
Transmission - Dunlop 3/4 V Belt, 2-Speed Model by Chain.
Gear Ratios - Belt-drive 6 to 1, Chain-drive, 2-speed, 5 1/2 to 1 & 11 to 1.
Brakes - Front Bowden, Back Foot operated on Belt Rim.
Wheels and Tyres - Dunlop 24 x 2-in. B.E.
Stand and Carrier - Tubular, easily detachable.
Saddle - Gough.
Tool Bag - Pannier, with Tool-Kit.
Foot Rest - Arranged for comfortable position.
Mudguards - 3 inch Front and Hear with Side Wings.
Tank - Capacity, 1 Gallon Petrol.
Total Weight - All on, with Petrol and Oil, Belt Drive, 102 lbs,
2-Speed Chain Drive 116 lbs.

Price ~ Belt Driven Machine. - 25 Guineas.

Chain Driven Machine with Two-Speed Countershaft
Gear Box -
30 Guineas.

NOTE.-The Belt Driven Machine can easily be converted to
Chain Drive with Two-Speed Gear Box

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