1937 Catalogue
INTRODUCTION
In presenting this folder, we bring to your notice one
of the most advanced frame designs of modern times-the Hobbs
Continental. As the name implies, this design incorporates
many of the features developed abroad under the exacting
test of continental massed start road racing, but it is
important to note that the design has been expertly adapted
to existing British conditions. In this connection, we can
lay claim to extensive riding experience on both sides of
the Channel, an active participation in current racing and
touring activities and a thorough knowledge of the
conditions under which these new models will be used.
Every cyclist who has ridden abroad to any extent knows how
unsuitable is the standard British lightweight for this
purpose and, similarly, the continental racing machine,
built expressly for road surfaces, gradients and conditions
that have no parallel in England, is by no means an ideal
mount for British clubmen. Quite apart from the obvious
saving of several pounds paid in Import Dury, the special
features of the Hobbs Continental alone represent an immense
advantage over the imported article, while the world famous
material and fitting used and the precisely accurate
construction are both fields in which British craftsmanship
in unique.
Before finally deciding on the frame design eventually
adopted, a practical test was carried out over English roads
with a Continental racing machine that had actually been
used in the greatest road race in the world. From this
actual test, the principal dimensions were gradually
modified with the result that the Hobbs Continental retains
the authentic frame angles and general design of the
original while, at the same time, it is produced especially
for home conditions.
Perhaps the most oustanding feature of the whole
design is the inclusion of the new Hobbs T. F. front fork
which, at the time of introduction in August, 1936, was the
only oval section fork available in a bicycle of British
manufacture. Originally made to our special design by the
Reynolds Tube Co. in December, 1935, they are produced in a
specially butted gauge of "531" alloy steel and are of oval
section, tapered to round at a particular point and with a
moderate offset confined to the lower part of the blade. The
importance of the fork rake and section is attracting rather
more attention than previously since riders are realising
that modern competition demands speed being maintained over
indifferent surfaces as over the good. The T. F. fork is
accurately described as the only really resilient racing
fork and it will be found to possess a remarkable degree of
vertical resilience while the lateral stability of the blade
is such that the fork is quite free from the losses so
characteristic of the normal resilient type. This latter
pattern has already been fully exploited and rejected by the
hard-riding clubman.
It is interesting to note that the actual rake and section
of the T. F. fork is used almost exclusively by the
continental roadman in events where steadiness and
resilience are both essential factors. The complex problem
confronting the fork designer is obvious when one realises
that, in such events, fast bunched riding over rough
surfaces, fierce, hill-climbing on mountain roads,
breathless descents and actual sprinting are all met with in
the same race.
It will be noticed that tests extending over several months
were first applied to the T.F. fork yet, within two months
of its introduction, the inevitable copies appeared and our
advertised assertion that the oval fork would find a place
in many 1937 catalogues has already proved correct. Since it
is natural that the lightweight trade should represent the
keenest critics of new design, no more need be said on this
subject. The trade have adopted the T.F. oval fork.
More precise details of the actual frame dimensions
will be found elsewhere in this folder but, if further
information on any point is required, all enquiries are
assured of personal attention at all times. We would prefer,
however, that interested riders who are able to visit us
will inspect the actual machines for themselves as the
detailed workmanship and superb finish cannot be accurately
conveyed by description and illustration
DESIGN-AN IMPORTANT FACTOR
The term "frame design" is usally accepted by the
rider and, all too frequently by the manufacturer, as simply
expressing a combination of angles and dimensions. With the
Hobbs Continental, this is definitely not the case. The
finer points of cycle construction have been carefully
studied with a view to producing a machine that will respond
to the slightest effort.
Most cyclists are familiar with the remarkable
difference that is so often apparent in the performance of
two frames that are outwardly alike. There are many
technical reasons for this but for the present we will
merely say that it is due to the presence, or otherwise, of
an essential but elusive quality known as "life". It is only
the ideal combination of correct technical design, quality
material and precisely accurate workmanship that can ensure
its presence. We can claim to have incorporated all these
essential qualities in the Hobbs Continental.
It should be stated at once that it is possible to build
lighter cycles but the models described in this folder were
designed for performance alone and, except to eliminate
superflous weight, extreme reduction in this direction was
not studied. In this connection,. it should be noted that
each of the tubes used in the construction has been produced
especially for this design, a policy which is amply
justified by the results obtained.
The merits of the T.F. fork are dealt with elsewhere but
particular attention is drawn here to the special chain and
seat stays used. The former are particularly rigid, of
all-round tubing throughout and of full 7/8in. section with
a scientifically graduated taper which is quite free from
indents or abrupt changes in section. The resistance offered
by these stays to the various stresses at the bracket is so
balanced by the specially butted frame tubing used that
extreme rigidity is obtained at this vital point. In many
machines where correct technical design is lacking, the
comparative strength of one member of the bracket assembly
exaggerates the weaknesses of the others so that whip occurs
when the machine is being ridden. In this particular
feature, the Hobbs Continental frame is amazingly
efficient.
Both models have identical angles and dimensions. The seat
and head tubes are set at 70 and 72 degrees respectively,
the bracket height at 10 3/4 in., the top tube length at
23in. and the wheelbase only 41in. The long top tube,
upright head and the special T.F. fork ensure steady running
at high speed and effortless steering while the rigid chain
stays and balanced bracket suspension give an ease of
propulsion that is particularly noticeable under adverse
conditions. Riders desiring an even more upright frame can
be accommodated with a similar design incorporating angles
of 72 and 74 degrees.
The Continental Superbe is worthy of special mention as it
represents the very peak of expert craftsmanship and
individual specialisation. The utmost attention is paid to
the smallest details and, as the work is limited to the most
experienced mechanics only, a limited number of these frames
can be produced in a season. Each lug is cut by hand to an
original and unique design and is expertly filed down both
before and after brazing. The fork crown is of the two-plate
Bastide pattern introduced by us and is very light although
considerably stronger than the usual cast variety. The
specially tapered seat stays are brazed close in to the
actual seat lug, the top being finished with a long flat
taper. BSA best quality fittings are used throughout in
conjunction with several lugs that have been specially cast
and the construction, which is absolutely accurate in all
respects, indeed represents craftsmanship of a class rarely
applied to cycle frames.
Lastly, the attractive continental frame is exclusive in
itself but individual requirements are fully catered for
should any feature of the standard finishes not be required.
Particular attention is also drawn to the quality of the
chromium plating applied to the frames. This finish has four
separate deposits, each highly polished and, in these days
when chromium plating to cycle frames has become so strictly
commercialised, this new grade of plating cannot fail to
attract attention.
Copyright©
1999-2002 B.Robbins Last Updated 18 October
2002
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