JANUARY

tgth, igit.

67

On
MOTOR

the

Road with the New

cams are cut
that

Enfield.
on

were Cvcle Co." at Redditch, to find a two-speed chain-driven machine, which had been ridden about 2,000 miles on the the engine of this same macliine road, awaiting a trial had done 5.000. the odd 3,000 being with both belt and ihain transmission and, of course, a tixed gear. We will first briefly mention one or two alterations that have been made to the two-speed model since our Show The method of report was published on November 24th. operating the gear changing mechanism by means of chain and chain wheels has been superseded by a horizontal handle
:

cyiUtls, ucUial and piospectu e, wliu iubpccted the chain-driven Royal Enfield motor bicycles at Olympia have probably been awaiting a description of ' an independent road trial at our hands. lucky enough last week, when calling on the Enfield

in lour places

and

of different

depth, S"

We

worn a higher cam can be substituted by merely taking out K, turning it round, and replacing it in a fresh position which is not so deep.
face
is

when one

To absorb eogine shocks the engine chain pinions fig. 2 are not rigidly connected to the crankshaft U. but arc held between two Raybestos washers E E, and pressed tightly against the pinion by metal washers B B and springs O. llie springs are arranged all round the washers, and exert an even pressure on the pinion. Any tendency to slip undtdy can be regulated by the tension nut A; screwing it up The exerts a greater pressure on the washers and springs. whole device is carried on the flange C shown black in Having explained the the sketch of the spring clutch. mechanism of the two-speed gear and clutch, we will detail our riding experience of this new model on a winter afternoon with the roads at their worst.
Starts at a Walking PaceTaking out the change-speed pattern first, the easy way in which it started could not fail to impress anyone. A
starting
to the right is fitted counter-shaft, but the cnguie commenced to tire at a walkin;_ pace with the low gear engaged; if

{(ipioii

handle
the

hand

of

Fig. 1. . ..

Sectional plan antf

elevation ol the counter-shaft geai'ntled to the chain-driven

Enneld.

portion ol counter-shaft on which box carryioi; clutches and chain wheels is mounted. D. Expanding clutch bands. H. Rings rarryinK expanding bands. K. Adjustable cams. L. Block carr>-npT adjustable cams. M. Pegs. P. Split rollers.

A. Counter-shaft.

B.

HoUow

necessary the change-speed handle can be moved to the free engine position and a start effected from a standstill.

We

think,

however,

tliat

most

rider.^

find the walking mount the more simple alternative. On the road the

would

>

crauk and a vertical rod; this rod is coupled to the small pinion which works the push rod through a rack by means if a universal joint, and it is steadied at the top tube by bracket a half turn operates both gears and free engine, ilin latter being obtained with the handle in mid position. The gear, which has not hitherto been described in detail. 1- simple, having comparatively few parts. Reference to the -actional sketches of the gear 'shows that it is of the chainliven counter-shaft type with internal expanding clutches. liich lock one or other of two chain wheels to the counterhaft according to the gear ratio selected. The counterhaft A runs in a ball-bearing made lilce the bottom bracket "I a pedal crank axle, and is provided with an eccentric luljnstment which enables the chains to be tightened as they wear. On the engine-shaft are two chain pinions of difitrent diameters, which transmit the power to the countershaft, and keyed to the left side of the shaft is a box B 'arryins; the high and low speed chain wheels, and on the light is a small chain pinion which conveys tlie power to
11
I

'

high gear was engaged rather suddenly to lest its capabilities, and the only difference experienced was that the engine revolutions slaclcened and the machine's speed increased, thereby showhig that there is no undue strain thrown on the gear by sudden changes it worked quite smoothly and without noise. The smoothness of running experienced with this machine is in a great measure due to the spring clutch on the engineshaft, which worked perfectly, and rendered retardation al corners and acceleration immediately after quite simple and easy. On up grades the machine opened out beautifully. and generally drove as if it were fitted with a belt. After several miles of mud-plugeing, during which no possible fault could be found with the machine (in fact, its behasnour on thick grease was exemplary), it was suggested we should turn off our route and tackle the ascent of Woatheroak Bill, a short but extremely steep acclivity with
:

the rear wheel. -\s the high and low speed chain wheels are revolved by the engine one or other is locked to the counter-shaft by expanding the rings into the drums E to which the chain wheels are fixed. The steel bands are carried on drums these are integral with the box which is keyed to the shaft.

DD

K
L
Fig
Sli

To expand the bands cams

formed on the sliding block
force the pegs
roller

split

P which

2. Seciional
Adjusting nut.

elevation of ihe

pping clutch on engine- shaft.

Steel washers.

A.

the extremities of bands, and causes them to yrip the drums connected to the chain wheels.

against a spreads the steel

mi.
r.

D.

KK. ss
1'.

Fixed fianse. Chain pinion. Ravbestos wa; h-'.

Coil springs.

The

lateral

movement

of

Fig. 3.-

New system
chain. speed chain.

of

controHing the Enfield coanter-shaft gear.

J.

Lockinc nut

for fixed Han^f;,

~

u.
\\

En sine-shaft.
Crank
case.

the block is controlled by a small pinion and a rack cut on L and operated by the before-mentioned vertical rod and handle on top tube. The

High speed

Low Low

speed chain wheel. High speed chain wheel. Pinion-shaft for operating rack of sliding block.

K. M.

Arm

Univeisal joint, Operating rod. supporting ball thrus*'

bearing.

68
On
the

JANUARY
Road with
the

igth, kjii.

New

Enfield.

a reputed gradient of about 1 iu 5^ for a short distance. The first attempt was a failure, owing to a slight adjustment being reqiured to the cam which operated the clutches (the gear had been in use for 2,000 miles). This delay took about five minutes, and, descending, we were able to climb the hill twice in rapid succession, about half way on. the liigh and the remainder with the low gear in engagement. The gear ratios are, high 63 to 1, low 8^ to 1. Returning to the works, we tried the single-speed chaindriven model, "and found it exactly the same as the twospeed so far as the sweetness of transmission was concerned ; in just the same manner as the other it is constructed

model with the exception of the change-speed gear on the counter-shaft. The weights of the two models are given by the makers as single-speed 125 lbs., two-speed 130 lbs. In conclusion, a few details of the equipment of the ne.v models will not be superfluous, although they have appeared before. The twin V-type engine is 54 x 75 mm. = 344 c.c. The carburetter is a B. and B. handle-bar controlled; the magneto is a Bosch fitted with a special device by which the spark can be retarded without losing any of its intensity, front and back wheel stand, luggage carrier, etc. Comfortable footboards are fitted to the two-speed model and pedalling gear to the single-speeder, which accounts to some extent for the similarity in the weights.
:

The A.C.C. Annual General Meeting.

annual meeting of the M.C.C. was held at the Inns of Court Hotel, Holborn, W.C, on Wednesday evening last week. Owing to the unavoidable absence of the president of the club, Mr. Charles Jarrott, the chair was filled by Mr. E. Perman. After the minutes of the 1910 annual general meeting had been read and approved, on the proposition of Mr. E. M. P. Boileau, seconded by Mr. W. Cooper, the report and accounts were adopted. Both report and balance-sheet sliowed the affairs of the club to be in an eminently satisfactory state. Mr. Pond then asked a question arising out of the accounts, which was answered to the satisfaction of all those present. The next business on the agenda was

(HE

Mr. Karslake then said he thought that a steep hill should be included in the Petrol Consumption Trial course, so as adequately to test carburetters. Mr. Hardy suggested a holiday run extending over several days, the competing machines to be placed under lock and

key at night. The 1911 committee consists of Messrs. R. H. Head, H. G. Bell, E. B. Dickson, S. H. Fry, E. Gwynne, J. van Hooydonk, Dr. C. Gibbons, C. J. Seed, L. Vedy, B. Marians, S. May, and W. H. Wells. The proceedings then
terminated. Shortly after the conclusion of the meeting a smoking concert was held. It was exceedingly well attended, and aii excellent programme was provided.

The Election
for

of Officers

follows : President, Mr. Charles Jarrott [A letter was read by Mr. Candler from Mr. Jarrott, in which the latter apologised for his absence and announced that he would give a cup for competition. (Cheers)] ; vice-presidents, Messrs. S. F. Edge, A. Brown, J. van Hooydonk, E. Perman, J. A. Jackson, R. C. Davis, Harry Smith (tl.e last two were added to the list on the proposition of Dr. C. Gibbons, seconded by Mr. E. M. P. Boileau) ; captain, Mr. F. J. Jenkins ; hon. secretary, Mr. A. Candler ; hon. treasurer, Mr. L. A. Baddeley. Mr. W. Richards was' elected auditor. Mr. R. H. Head then proposed two votes of thanks, firstly, to Mr. E. B. Dickson, who had not only filled the office of captain for two years, but had also carried through several trials with great success, and, secondly, to Mr. R. C. Davis, who for so long a time had with great credit performed the duties of hon. treasurer, and was compelled to relinquish the post through ill-health. Messrs. Davis and Dickson then replied. Jenkins, in accepting the post of captain, said he i\Ir. wanted the club's social events to be well patronised, and called for four members who were not on the committee At the moment, howto act as sub-captains and help him. The next procedure ever, no volunteers were forthcoming. was the election of the committee. Messrs. Ilsley and Bsay were elected scrutineers for the voting papers. During the time the scrutineers were engaged in their duties some discussion regarding the competitions ensued.
1911.
a.<i

These are

& .Jr^^^J:^.?rwv^im^f

Suggestions for Competitions. Mr. G. E. Roberts suggested that in the Team Trial for The. Motor Cycle Challenge Cup watches and speedometers should be barred. Mr. van Hooydonk, in reply, said he thought it would be a good plan to allow the competitors to retain their watches and speedometers, but to make the
cover a certain distance unknown to them at a given speed, a system which was most, successful in the club's last speed-judging competition. Both Messrs. F. A. Hardy and Mr. Hardy then G. E. Roberts supported this theory. proposed a vote of thanks to the members of the 1910 committee for their services, which was carried nnanimousl)'. Mr. Van Hooydonk asked for suggestions for a new form of competition. Mr. Boileau suggested a trial for singlegeared sidecar combinations over the stiffest course which could bo found, shedding of passengers to be forbidden. (Laughter.) Mr. B. Marians put forward the idea of holding a Reliability Trial and Hill Climb combined. Mr. C. C. Cooke announced that Messrs. Phelon and Moore had offered a cup for a competition between the Herts Countv A.C. and the M.C.C.

ANOTHER
E. B. Ware,
car.

M.C.C.

MEDAL WINNER.

who successfully drove an 8 h.p. Chater Lea and sideThis machine is fitted with the new Chater Lea twin engine, which gave every satisfaction. Observe the assortment of head lights.

men

A.C.U.
Owing

ANNUAL

DINNER.

accommodation at the Waldorf Hotel on a Saturday evening, the annual dinnei' of the Auto Cycle Union will be held there on the date originally fixed, viz., Thursday, 26th January, at 6.30 for Mr. Robert Todd,' the chairman of the Union. 7 o'clock. wiU preside, and the speeches will be fcAv. A most interesting musical programme has been arranged, and will include such well-known artistes as iliss Dora Thorpe (songs with 'cello). Miss Ruby Wilson, Messrs. Ernest Ward. Arthur Melrose (from the Tivoli and London Pavilion), Mv. Fred Russell (the ventriloquist from the Empire), j\lr. Fred Curtis (humorist), and Mr. Patrick Playfair. Ladies are invited to this dinner, and it is requested that early application be made to the secretary, 18, Down Street. Piccadilly, W., for tickets, which are 7s. 6d. each.

to the difficulty of securing