Wheel Type 1 – Front, 1926-46, All Except Colts and W/NG, Girder Fork

Designed for the 1926 season by Val Page, the wheels were the only new parts other than the engine and gearbox. All versions use taper roller bearings that are adjustable and may require several attempts to get right. There should be just perceptible movement at the wheel rim as it is important that the bearings are not too tight because this will lead to premature failure. If your vehicle tester disputes this show him your copy of the factory produced owner’s guide. The brake is operated by a short cable that connects to a long rod at the bottom yoke area; many bikes have had a long cable fitted, which is not original, see sections 23 and 37. The other common error is to route the brake rod outside the mudguard stay, in fact the crank on the brake arm should be facing inwards and the rod should pass inside the stay, which should have a spacer between it and the fork to provide the necessary space.

1926 The spindle tube for the bearings is riveted to the drum, both parts are made from sheet steel, 1/2” diameter spindle running on taper roller bearings, brake reaction is controlled by a pin threaded through the forks into a hole in the brake plate; brake shoes are 7/8” wide. There is a grease retainer plate riveted inside the brake plate with a drain hole.

1927 9/16” diameter spindle but the brake plate is not altered as the change is accommodated by a modified brake plate lock nut.

1928 The hub is slightly wider to suit the wider forks, the spindle tube is pressed into the drum instead of riveted, the grease retainer plate is deleted from the brake plate but grease retainers are added to the bearings, the hole for the brake reaction pin gains a bush to increase the surface area.

1929 Brake reaction is by a torque arm attached to a stud on the brake plate in about the 2 o’clock position.

1930-31 The angle of the spoke rim on the drum is altered from 25 degrees to 90 degrees, which means that the spoking pattern is altered. A dust excluding rim is added to the brake plate, which is chromed on some models and painted with the brake plate on others, and grooves are added to the brake cam spindle all the better to retain lubricant.

1932 The brake arm is re-positioned to about the 3 o’clock position with the operating rod attached using a forked clevis. A fulcrum adjuster is added, there is no brake rod adjuster or dust excluder.

1933-37 The brake arm returns to its usual position, the fulcrum adjuster is deleted and the torque arm fixing point is moved clockwise by 5 1/2 degrees, brake shoes width increased to 1”. Finish is all black for 1933, in later years some models have a chrome rim. In 1934 the length of the brake arm is increased and in 1935 the brake drum is made in cast iron instead of sheet steel.

1938-46 Floating brake cam, dust rim in black or chrome dependant on model, brake shoe width increased to 1 1/8” and a slightly wider drum to suit. Optional front wheel drive speedometer requires different hub with thread for driving gear and a brake plate for provision for mounting the speedometer gearbox. Conscripted and early military models will have continued to use this wheel but soon changed to the lighter and less efficient (i.e. crap) Colt front wheel. This wheel did re-appear after the war until the forks were replaced by the new-fangled telescopic version.

For more information on wheel rims & spokes please click here

Amazing, but true, it is possible to build a completely new front wheel of the 1938-46 type, try that with a BSA, Triumph or Norton!