Cyclecar

1911 Violette

Advertisement for 1914 La Vigne

Advertisement for 1912 Premier

Cyclecars were propelled by engines with a single cylinder or V-twin configuration (or occasionally a four cylinder engine), which were often air-cooled.[2] Sometimes motorcycle engines were used, in which case the motorcycle gearbox was also used.

All cyclecars were required to have clutches and variable gears. This requirement could be fulfilled by even the simplest devices such as provision for slipping the belt on the pulley to act as a clutch, and varying of the pulley diameter to change the gear ratio. Methods such as belt drive or chain drive were used to transmit power to the drive wheel(s),[3] often to one wheel only, so that a differential was not required.

The bodies were lightweight and sometimes offered minimal weather protection or comfort features.

The rise of cyclecars was a direct result of reduced taxation both for registration and annual licences of lightweight small-engined cars. On 14 December 1912, at a meeting of the Federation Internationale des Clubs Moto Cycliste, it was formally decided that there should be an international classification of cyclecars to be accepted by the United Kingdom, Canada, United States, France, The Netherlands, Belgium, Italy, Austria and Germany. As a result of this meeting, the following classes of cyclecars were defined:

From 1898 to 1910, automobile production quickly expanded. Light cars of that era were commonly known as voiturettes. The smaller cyclecars appeared around 1910 with a boom shortly before the outbreak of the First World War, with Temple Press launching The Cyclecar magazine on 27 November 1912 (later renamed The Light Car and Cyclecar), and the formation of the Cyclecar Club (which later evolved into British Automobile Racing Club). From 1912, the Motor Cycle show at Olympia became the Motor Cycle and Cycle Car Show.

The number of cyclecar manufacturers was less than a dozen in each of the UK and France in 1911, but by 1914, there were over 100 manufacturers in each country, as well as others in Germany, Austria and other European countries.[4] By 1912, the A.C. Sociable was described as "one of the most popular cycle cars on the road, both for pleasure and for business",[5] though another source states that the "Humberette" was the most popular of cycle cars at that time.[6] Many of the numerous makes were relatively short-lived, but several brands achieved greater longevity, including Bédélia (1910-1925), GN (1910-1923) and Morgan (1910–present).[7]

By the early 1920s, the days of the cyclecar were numbered. Mass producers, such as Ford, were able to reduce their prices to undercut those of the usually small cyclecar makers. Similar affordable cars were offered in Europe, such as the Citroën 5CV, Austin 7 or Morris Cowley.

The cyclecar boom was over. The majority of cyclecar manufacturers closed down. Some companies such as Chater-Lea survived by returning to the manufacture of motorcycles.

After the Second World War, small, economic cars were again in demand and a new set of manufacturers appeared. The cyclecar name did not reappear however, and the cars were called microcars by enthusiasts and bubble cars by the general population.

Several motor racing events for cyclecars were run between 1913 and 1920. The first race dedicated to cyclecars was organised by the Automobile Club de France in 1913, followed by a Cyclecar GP at Le Mans in 1920. The Auto Cycle Union was to have introduced cycle car racing on the Isle of Man in September 1914, but the race was abandoned due to the onset of the war.[8]

• Brass Era car
• Microcar
• Voiturette

• Worthington-Williams, Michael (1981). From cyclecar to microcar the story of the cyclecar movement. Beaulieu Books. ISBN 0-901564-54-0.
• David Thirlby (2002). Minimal Motoring: From Cyclecar to Microcar. Arcadia Publishing. ISBN 0-7524-2367-3.