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Whirlwind Life
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The Cyclone racebike
Ray Thursby
02/01/2008
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Photography by David Gooley
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It is safe to
assume that America’s first motorcycle race was organized not long after the
second American motorcycle was built and sold. The competitive instinct is
strong, and self-powered machines were, and are, ideal vehicles (no pun
intended) for it. Particularly for those riding on two wheels, racing around
dirt bullrings and, later, splintery board tracks, provided a wonderful
opportunity to indulge in the dual urges to go fast and outpace the
competition—and to take serious risks, as well.
 This view from the boards highlights the graceful curves and
purposeful minimalism of the Cyclone racebike. (Click image to enlarge)
Such events gave speed-demons on the spindly creations of the
day ample opportunity to do major damage to themselves and, sometimes, others.
Safety equipment was nonexistent; caps were the preferred headgear, leathers
were uncommon, and photographs from early 20th-century races often show riders
wearing everyday shoes.
If these spectacles were difficult and dangerous for riders,
one can easily imagine that they were equally rough on the motorcycles. Of the
thousands of bikes that ran in races prior to World War I, a relative handful
remain with much original hardware intact. Between the beatings they took in
competition and the natural inclination of racers to discard the bikes when
newer, faster machines came along, the attrition rate was high.
More survivors generally equate to more attention; serious
collectors and enthusiasts know of others—Thor and Excelsior among them—and
pursue such surviving examples. But, long after the last dust clouds from those
early races settled and the last oil fumes dissipated, old-timers and modern
enthusiasts alike speak lovingly of one motorcycle. Despite a brief three-year
production run begun in 1912, the Cyclone, in its trademark yellow paint, is
remembered as the epitome of the breed. During its short life, it was considered
the fastest thing on two wheels.
 Built for speed, the Cyclone was capable of completing a mile
circuit in less time than a horseless carriage or flying machine. (Click image to enlarge)
The accolades are almost certainly not a result of the Cyclone
frame. It was utterly conventional; essentially a beefed-up bicycle using the
same U-shaped tubular engine carrier—called a "possum-belly" frame by some
veteran racers—one would find on virtually all other makes. Little design effort
was expended on what already worked; such features as bicycle-style pedals and
unpadded leather saddles were as common as engines with 61 cu in
displacements.
What set the Cyclone apart was designer Andrew Strand’s attempt
to create a truly modern powerplant. In a few respects, it adhered to the norms
of its day, but with some unexpected design features that added complexity in a
search for increased power. The basic construction—detachable cylider heads on
steel barrels, attached to an aluminum crankcase—was strictly state-of-the-art
96 years ago. But, instead of actuating the valves in the traditional way via a
crankcase-mounted camshaft, pushrods, and rocker arms, Strand opted for an
overhead cam for each cylinder, driven by long vertical shafts turned by bevel
gears.
One of the benefits of this more efficient layout was that the
valves could be set at an angle (in this case, 75 degrees) from vertical,
creating hemispherical combustion chambers. The Cyclone design interposed what
were called "stirrups" between cam and valves. These yoke-shaped pieces
eliminated the natural side-thrust from cams acting on the valves, reducing both
friction and valve-guide wear. In place of the normal poured Babbitt metal
bearings, Strand specified high-quality SKF roller and ball bearings throughout
the engine. Casting and machining were of superb quality and production
tolerances were held to very tight levels. A single-speed transmission and long
chain sent power to the rear wheel.
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