Car Designer's Cycle
CAR DESIGNER'S CYCLE
B. R. NICHOLLS
MANY MOTORCYCLISTS have ideas about their own dream machine or how they would build a bike if they had the chance, but very few ever try to put their ideas into practice. Not so Paul Wright, whose first machine, a trials model, has just been completed. Wright is a designer associated with work on the Lotus racing cars and his motorcycle is just as revolutionary in design.
The frame is basically an L-shaped spine type made up of fabricated sheet steel with a detachable engine cradle and a tool box situated in the vertical beam. The horizontal beam can be used for storage, access being gained from the underneath side — this is a facet that would appeal to the six-day type of trial rider, for inner tubes and other spares could easily be tucked away. On the other hand it can be utilized as an oil tank to hold nine tenths of a gallon if the owner prefers a fourstroke power unit to the two-stroke variety. For it is a feature of the machine that it will take a large number of different engine units ranging from Villiers two strokes to the B40 350cc B.S.A. powerhouse.
Welded arms take the rear suspension which pivots on Silentbloc bushes with Armstrong unit controlled movement with multi rate springs that give three and half inches of movement. There is a prop stand, a steel guide to the chain which has an aluminum guard. Philidas self-locking aluminum nuts are used throughout and these are fitted with plastic caps to protect the ends of the bolts. The front forks are ' of Scorpion design, using the leading link principle, taking Armstrong units within Reynolds 531 tubing to give four inches of movement at the spindle.
Both wheels have full width Motoloy hubs with six inch brakes, cush drive in the rear hub and, of course as one would expect with a competition machine, a quick release rear spindle for rapid removal of the wheel. The front wheel is 2.75 x 21 and the rear 4.00 x 18 fitted with Dunlop Universal tyres. There is the option of a oneor two-gallon tank; both have one bolt fixing, and they are made of glass fibre reinforced with plastic as are the mudguards. The rear mudguard incorporates a seat and rear number plate.
The experts tell us that the handling is very good indeed and this is borne out by the fact that Chris Cullen, who rode the prototype in the recent Traders Cup trial, gained a second class award. But the Scorpion is not stopping short at a trials model; it is to be followed pretty soon by a scrambles model and later this season we are promised a production road racer, again of unusual design. It will be interesting to see how the machine appeals to the public for it is available in kit form and without engine so that each individual may cater to his own whim or fancy regarding power. The prototype had a 198cc Villiers two stroke engine in it. General dimensions:
Makers; Scorpion Motorcycle Developments, 40 Rochford Road, Bishop Stortford, Herts, England.
