Sheet metal stampings are used for connections more largely than ever; many of the detailed parts of these are wonderful evidences of the excellence of the art and show the advanced stages of what might be more properly termed drawing, forming, and stamping processes.
CHAINLESS TYPE, 1898 (BEVEL GEAR).
HUBS AND SPOKES.
In the construction of the wheel hubs, the use of the “barrel” pattern, which has been for several years making its way, is more notable than ever, the old pattern with definite flanges thereon for the spokes, having nearly disappeared. This is in good part because the cup-adjustment bearing, which requires the barrel hub to go with it, has greatly gained ground, a large number of the leading makers having now adopted it for all, or nearly all bearings. Self-oiling devices and hollow axles containing oil and wick are also popular, the old projecting “lubricator” or cup for receiving oil, being wholly extinct. It is safe to say that this is an old device which reversion will never bring back.
The use of hubs having flanges, of a peculiar shape, made and drilled to receive the usual tangent spoke made straight from end to end without a hooked end to attach to the hub, is very largely on the increase, more than twenty of the leading makers now following that method. Spokes are still enlarged at both ends by the process of swaging or drawing down, instead of upsetting. Not a few makers are increasing their number, of course using a thinner wire.
CRANKS AND CRANK AXLES.
There is a distinct reversion toward square-section cranks. In crank-axles, the one-piece type has evidently come to stay, and it is followed closely in popularity by the two-piece crank and axle. Very few of the makers use the three-piece construction, and even in these there are peculiar and odd forms of fastening the crank to the axle, the use of the good old cotter pin being nearly abandoned. This may be accounted for mostly because the makers desired “something different,” and also on the ground of neatness. The main objection, however, to the use of these various types of crank fastenings is their entire lack of interchangeability, so that the rider who has one of them and breaks or loses a part of his crank fastening, cannot obtain this part or any repair thereto, except through the maker or dealer who handles this particular pattern of wheel. Under the old system of using the cotter pin the cranks and cotter pins were readily interchangeable, and therefore this tendency to variations in these parts is to be regretted.