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41-569: New Hudson may mean: New Hudson (company) , a former UK engineering and motorcycle manufacturing company New Hudson, New York , the town located in Allegany County, New York New Hudson, Michigan, an unincorporated community within Lyon Township, Oakland County, Michigan Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with

82-443: A 14.7 liter for the U.S., as well as by a 3,534 cc (215.7 cu in) Type CN in 1912. (They trailed Ader in racing the 1906 Adams , which used an Antoinette aircraft engine.) This would be the company's last innovation. During World War I , the company made gun parts, armoured vehicles , and aircraft engines , as well as cars and trucks. Between 1913 and 1918, it produced an anti-aircraft weapons system for

123-484: A De Dion-Bouton modified with fixed drive shaft and ring and pinion gear, making "perhaps the first hot rod in history". The same year, the tricar was joined by a four-wheeler and in 1900 by a vis a vis voiturette , the Model D, with its 3¾ CV (2.8 kW) 402 cc (24.5 cu in) single-cylinder engine under the seat and drive to the rear wheels through a two-speed gearbox . This curious design had

164-457: A Motor Cycle review in November 1922, and by that time the M.A.G. engine was quoted as 1098cc. Complete with dynamo powered electric lighting and spare wheel, the cost was £230. ManxNorton.com. "New Hudson Motorcycles" . Classic Motorcycles by Sheldon's Emu . Retrieved 23 September 2020 . De Dion-Bouton The company was formed in 1883 after de Dion saw a toy locomotive in

205-575: A barricade, walked into the GPO and said: "I've helped to wind the clock, I've come to hear it strike." He was killed in a charge against a machine gun nest in Moore Street days later. A famous photograph shows the skeleton of the car in its barricade. The company stagnated after World War I . The V8 continued to appear until 1923 and, in spite of new models with front-wheel brakes, the factory closed for much of 1927. On reopening, two models were listed,

246-629: A full-page advert in the Motor Cycle paper of November 1914. where they claimed it had been supplied to "His Majesty's Forces, H.M. Postmaster General, and the Indian Expeditionary Force, also to The Russian Imperial Government, The French War Department, The Belgian Government, and the Italian Government". By the late 1920s they were seeing success in speed trials and racing. On 13 August 1926 Bert le Vack got

287-492: A new powerful engine of their own manufacture. The new engine was an air-cooled 50 degree V-twin, with a bore of 85mm and a stroke of 110mm giving 1250cc, it had overhead valves and was attached via a single-plate Ferodo clutch to a 3-speed (and reverse) gearbox. Final drive was by chain. By the 1921 Motor Cycle show the cyclecar had changed to using a water-cooled M.A.G. V-twin overhead valve engine with 82mm bore and 94mm stoke, giving 995cc. The New Hudson cyclecar took part in

328-587: A result, and this perspective was to be seen later with their motorcycles. While they made motorcycles the bicycle business was still thriving, and the number of different models was considerable. By the 1950s, New Hudson bicycles were simply badge engineered versions of the BSA bicycle range. In 1957, when BSA was taken over by Raleigh Industries , New Hudson bicycles were too and remained in production - this time as re-badged Raleigh bicycles - until at least 1976. New Hudson Cycle Co. launched their motorised bicycles at

369-407: A single cylinder side valve engine of their own making, but was optionally available with a JAP engine, and they displayed a 2.5 hp model (70mm bore, 76mm stroke) which was fitted with a JAP engine. By the November 1913 show the range had been expanded to include a 211cc 2-stroke (62mm bore, 70mm stroke), as well as a military single cylinder model of 499cc, and their "Master Model Big Six", which

410-567: A store window in 1881 and asked the toymakers to build another. Engineers Bouton and Trépardoux had been eking out a living with scientific toys at a shop in the Passage de Léon, near the rue de la Chapelle in Paris . Trépardoux had long dreamed of building a steam car , but neither he nor Bouton could afford it. De Dion, already inspired by steam in the form of railway locomotives , and with ample money, agreed to back them, and Trépardoux et Cie

451-451: A transmission brake. In 1902, the Model O introduced three speeds, which was standard for all De Dion-Boutons in 1904. A small number of electric cars were also made in 1901. De Dion-Bouton supplied engines to vehicle manufacturers such as Hanzer and Société Parisienne who mounted a 2.5 horsepower (1.9 kW) unit directly on the front axle of their front-wheel-drive voiturette the 'Viktoria Combination'. The De Dion-Bouton engine

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492-467: A world record at Brooklands on his 3.5HP New Hudson for the standing start 50 miles, at an average speed of 94.45 mph. Bert Le Vack, on a New Hudson, was also the first rider to complete a lap at over 100 mph on a 500cc machine at Brooklands. Jimmie Guthrie came second in the 1927 senior Isle of Man TT on a New Hudson twin-port OHV motorcycle, though he had to retire the New Hudson he rode in

533-438: Is considered the first high-speed lightweight internal combustion engine. It was licensed to more than 150 manufacturers and was a popular choice among assemblers of motor bicycles. The small, lightweight four-cycle engine used a battery and coil ignition that was less trouble than hot tube ignition . The bore of 50 mm (2.0 in) and stroke of 70 mm (2.8 in) gave the engine an output of 1 kW (1.3 hp). It

574-453: The De Dion tube , where the location and drive function of the axle are separated. The company manufactured steam buses and trucks until 1904. Trépardoux, a staunch supporter of steam, resigned in 1894 as the company turned to internal combustion vehicles. However, the steam car remained in production more or less unchanged for ten years more. By 1889, de Dion was becoming convinced

615-723: The French Army , consisting of a Canon de 75 modèle 1897 field gun mounted on a V8-powered De Dion-Bouton truck. In Dublin , during the Easter Rising of 1916, which began the Irish War of Independence , The O'Rahilly drove his De Dion Bouton up to the Irish HQ in O'Connell Street and, discovering that the Rising he had planned and trained soldiers for, and then tried to prevent, was actually happening, he drove it into

656-505: The London to Brighton Veteran Car Run . Following that singular success, the company offered steam tricycles, with boilers between the front wheels and two-cylinder engines. They were built in small numbers, and were evidently a favorite of young playboys. They were later joined by a larger tractor, able to pull trailers (sometimes called a "steam drag"). That larger vehicle introduced the so-called De Dion or "dead" axle. An axle beam carried

697-516: The Type LA , with a 1,982 cc (120.9 cu in) four-cylinder overhead valve , aluminium-piston engine, and the Type LB , with a 2,496 cc (152.3 cu in) straight-8 . The latter was very expensive and sales were few, despite an increase in engine size growth to 3 litres (180 cu in) in 1930. A rumored takeover by Peugeot or Mercedes did not materialize, leading to

738-412: The 1/2 mile standing start, the 1/4 mile flying start, and the 1/4 mile flying start. On the back of this they were selling the New Hudson racer for £6 12s 6d. Other models for sale included : In 1908 a New Hudson agent's advert claimed that New Hudson bicycles were used by Welsh, Green and Flint in achieving their world records. New Hudson supported the riders achieving records, and benefitted as

779-661: The Girling patent) and combined with Lucas's Bendix Brake interests, which Lucas had acquired in 1931, and Luvax Shock Absorber to form Girling Limited . New Hudson bicycles were produced in Birmingham , initially at the St George's Works, and latterly at BSA 's Waverley Works. Advertising by dealer, H. Fitzpatrick, in June 1907 mentioned the speed records achieved on New Hudson bicycles by Mr G Flint, including records for

820-478: The Junior TT due to a fractured fuel pipe. Bert le Vack briefly worked for New Hudson after the J.A.P. racing department closed down in the late 1920s. New Hudson introduced their first cyclecar at the November 1912 motorcycle show at Olympia. It was a 4-wheel car with an air-cooled engine costing 85 guineas. Production ceased during WW1, but in 1920 New Hudson launched their new three-wheel cyclecar complete with

861-429: The New Hudson works". A racing version of the 2-stroke was introduced for 1921, capable of 50 mph. At the 1921 Olympia show New Hudson unveiled their first 4-stroke since the war, a 4.5HP single cylinder sidecar outfit. The side-valve engine had a bore of 86mm and stroke of 100mm giving 594cc. The following year new side-valve 346cc and 498cc solo motorcycles were added to the range. Their military model features in

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902-507: The annual Stanley Show in November 1902. Two motorcycles were exhibited, one with a De Dion-Bouton engine and another with a Minerva engine. Production seems short-lived as they went back to pure bicycle manufacture. Then around 1910 they started producing motorcycles again fitted with JAP engines , and in 1911 they attended the Olympia Motor Cycle show exhibiting their 3.5HP Colonial model (85mm bore, 88mm stroke), which had

943-530: The end of passenger car production in 1932. Small numbers of commercial vehicles were made until 1950, and the last vehicles to carry the De Dion badge were license-made Land Rovers in the early 1950s. The company name was bought by a motorcycle maker in 1955. De Dion-Bouton built railcars and railcar trailers used on many of the metre gauge railways in France and abroad. The first railcars were produced in

984-472: The front in 1903 in the Populaire, which had a 700 or 942 cc (42.7 or 57.5 cu in) engine, the latter being powerful enough to allow trucks to be added to cars, and by the end of the year, a reverse gear had also appeared. It was joined by the 6 CV (4 kW) 864 cc (52.5 in ) Types N and Q (the latter a low-priced K), the 8 CV (6 kW) R, and their first multi-cylinder model,

1025-433: The front, driving the front wheels by belts and steering with the rear, it burned to the ground on trials. A second, La Marquise , was built the next year, with a more conventional steering and rear-wheel drive, capable of seating four. The Marquis de Dion entered one of them in an 1887 trial, "Europe's first motoring competition", the brainchild of one M. Fossier of cycling magazine Le Vélocipède . Evidently,

1066-441: The future lay in the internal combustion engine, and the company had built a ten-cylinder two-row rotary engine . After Trépardoux resigned in 1894, the company became De Dion, Bouton et Compagnie . For 1895, Bouton created a new 137 cc (8.4 cu in) one-cylinder engine with trembler coil ignition . Proving troublesome at its designed speed of 900 rpm (throwing bearings and running rough), when Bouton increased

1107-463: The hands of Cormier and Collignon, ran in the 1907 Peking to Paris rally, without success. Bouvier St. Chaffray did no better in the New York to Paris in 1908. That year, De Dion-Bouton peaked as a manufacturer. The company became the first to make a successful mass-produced V8 engine , a 35 CV (26 kW) 6,107 cc (372.7 cu in) CJ in 1910, followed by a 7.8 liter and

1148-448: The late 1920s and by 1933 had ceased all production of motorcycles. In 1929 the company purchased the Girling brake patent from the inventor Albert Girling , to supply brake systems to Ford , Austin , Rover and Riley . The factory continued to produce Girling brakes and suspension components. In 1940 the New Hudson autocycle was produced but later rebadged as a BSA. In 1943 New Hudson was purchased by Joseph Lucas Limited (including

1189-420: The new Michelin pneumatic tires . It showed superb performance, and went on the market in 1896 with the engine enlarged to 1¼ CV ( horsepower ) (932 W) 185 cc (11.3 cu in), with 1¾ CV (1.3 kW) in 1897. By the time production of the petite voiture tricar stopped in 1901, it had 2¾ CV (2 kW), while racers had as much as 8 CV (6 kW). In 1898, Louis Renault had

1230-538: The passenger facing the driver, who sat in the rear seat. The voiturette had one inestimable advantage: the expanding clutches of the gearbox were operated by a lever on the steering column. The Model D was developed through Models E, G, I, and J, with 6 CV (4.5 kW) by 1902, when the 8 CV (6 kW) Model K rear-entry phaeton appeared, with front-end styling resembling the contemporary Renault . Until World War I, De Dion-Boutons had an unusual decelerator pedal which reduced engine speed and ultimately applied

1271-403: The promotion was insufficient, because De Dion was the sole entrant. It completed the course, with de Dion at the tiller, and was clocked at 60 km/h (37 mph). That figure must be viewed with considerable care, because the first official land speed record , set in 1898, was 63.15 km/h (39.24 mph). The vehicle survives, is in road-worthy condition, and has been a regular entry in

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1312-399: The revs, the problems vanished. In trials, it achieved an unprecedented 3500 rpm, and was usually run at 2,000 rpm, a limit imposed by its atmospheric valves and surface carburettor . Inlet and exhaust valves were overhead, and a flywheel was fitted to each end of the crankshaft. This engine was fitted behind the rear axle of a tricycle frame bought from Decauville , fitted with

1353-484: The title New Hudson . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=New_Hudson&oldid=543469109 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages New Hudson (company) The New Hudson Cycle Co.

1394-435: The two-cylinder 1728 cc (105 in ) 12 CV (8 kW) S, followed in 1904 by the four-cylinder 2,545 cc (155.3 cu in) 15 CV (11 kW) Type AD and 24 CV (18 kW) AI. The cars were also becoming more and more conventional in styling , with the radiator moving in front of the engine and the clutch changing from a hand lever to a pedal. A pair of works 10 CV (7.5 kW) De Dion-Boutons, in

1435-730: The weight of the vehicle with the non-weight-bearing driveshafts or drive chains articulated separately alongside it. On 22 July 1894, during the Paris–Rouen race , it averaged 18.7 km/h (11.6 mph) over the 126 km (78 mi) route, but was disqualified because it needed both a driver and a stoker. Two more cars were made in 1885, followed by a series of lightweight two-cylinder tricars which, from 1892, had Michelin pneumatic tyres . In 1893, steam tractors were introduced which were designed to tow horse-drawn carriages for passengers or freight (sometimes called "steam drags") which used an innovative axle design that became known as

1476-440: Was a motorcycle powered by a 50 degree V-twin of 770cc (76mm bore, 85mm stroke). The show report notes that "New Hudson Cycle Co were one of the first firms to fit, as standard, three-speed gears to motorcycles". After WW1 they resumed motorcycle manufacture, but only with the single cylinder 2-stroke which they had originally introduced in 1914. Their adverts claimed it was "constructed throughout, including engine and gearbox, in

1517-539: Was formed in Paris in 1883. That became the De Dion-Bouton automobile company, the world's largest automobile manufacturer for a time, well-known for the quality, reliability, and durability of their vehicles. Before 1883 was over, the company had set up shop in larger premises in the Passage de Léon, Paris, tried and dropped steam engines for boats, and produced a steam car. With the boiler and engine mounted at

1558-570: Was in operation for only one year, and the cars gained a reputation for unreliability during that time. Representatives of De Dion in the United States claimed that the licensee had violated the contract and advertised for a new licensee. In 1900, De Dion-Bouton was the largest automobile manufacturer in the world, producing 400 cars and 3,200 engines. The company soon began producing engines and licenses for other automobile companies, with an estimate of 150 makes using them. Production

1599-508: Was originally started in 1890 by George Patterson, and manufactured 'safety' bicycles in Birmingham. In 1903 they produced their first motorcycle, but times became tough for Patterson after one of his sons died in WW1 and the other lost a leg. The family sold the factory to HJ Bructon after WW1, and in 1920 the company was reformed as New Hudson Ltd . New Hudson was taken over by BSA cycles in

1640-470: Was so great, that it proved impossible to test every engine. If one failed on the bench, it was simply disassembled. Every engine was being made by hand because the assembly line had not yet been introduced. By 1904, some 40,000 engines had been supplied across Europe. That year, De Dion-Bouton's factory at Quai National (now Quai de Dion-Bouton), Puteaux , employed 1,300 people and produced more than 2,000 cars, all hand-made. The engine moved to

1681-610: Was used on many pioneering motor bicycles, and was widely copied by makers including US Brands Indian and Harley-Davidson. In 1900, the De Dion-Bouton Motorette Company began manufacturing De Dion-Bouton automobiles under license in Brooklyn , New York. A small quantity of American De Dion Motorettes were made. They had either two-seater vis-a-vis or closed coachwork, and were powered by a 3.5 horsepower (2.6 kW) American-made engines. The venture

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