JANUARY tgth, igit. 67

On the Road with the New Enfield.MOTOR 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. Wewere lucky enough last week, when calling on the Enfield

Cvcle Co." at Redditch, to find a two-speed chain-driven

machine, which had been ridden about 2,000 miles on the

road, awaiting a trial : the engine of this same macliine

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 Showreport was published on November 24th. The method of

operating the gear changing mechanism by means of chain

and chain wheels has been superseded by a horizontal handle

{(ipioii

Fig.. .„. 1.—Sectional plan antf

elevation ol the counter-shaftgeai'ntled to the chain-driven

Enneld.

denly to lest its

A. Counter-shaft. B. HoUow portion ol

counter-shaft on which box carryioi; clutchesand chain wheels is mounted. D. Expandingclutch bands. H. Rings rarryinK expandingbands. K. Adjustable cams. L. Block carr>--

npT adjustable cams. M. Pegs. P. Split rollers.

11 crauk and a vertical rod; this rod is coupled to the smallpinion which works the push rod through a rack by meansif a universal joint, and it is steadied at the top tube by

I 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 chain-

> I liven counter-shaft type with internal expanding clutches.' liich lock one or other of two chain wheels to the counter-haft according to the gear ratio selected. The counter-haft A runs in a ball-bearing made lilce the bottom bracket

"I a pedal crank axle, and is provided with an eccentricluljnstment which enables the chains to be tightened as theywear. On the engine-shaft are two chain pinions of dif-itrent diameters, which transmit the power to the counter-shaft, 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 pinionwhich conveys tlie power tothe rear wheel.

-\s the high and low speedchain wheels are revolved bythe engine one or other is

locked to the counter-shaft byexpanding the rings D D intothe drums E to which thechain wheels are fixed. Thesteel bands are carried ondrums H ; these are integralwith the box which is keyedto the shaft.

To expand the bands camsK formed on the sliding blockL force the pegs M against asplit roller P which spreadsthe extremities of the steelbands, and causes them toyrip the drums connected tothe chain wheels.

The lateral movement of

the block is controlled by a

small pinion and a rack cuton L and operated by thebefore-mentioned vertical rodand handle on top tube. The

cams are cut in lour places on K and of different depth, S"

that when one face is worn a higher cam can be substituted

by merely taking out K, turning it round, and replacingit in a fresh position which is not so deep.To absorb eogine shocks the engine chain pinions D 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 undtdycan be regulated by the tension nut A; screwing it upexerts a greater pressure on the washers and springs. Thewhole device is carried on the flange C shown black in

the sketch of the spring clutch. Having explained the

mechanism of the two-speed gear and clutch, we will detail

our riding experience of this new modelon a winter afternoon with the roadsat their worst.

Starts at a Walking Pace-Taking out the change-speed pattern

first, the easy way in which it started

could not fail to impress anyone. Astarting handle is fitted to the right

hand of the counter-shaft, but thecnguie commenced to tire at a walkin;_pace with the low gear engaged; if

necessary the change-speed handle canbe moved to the free engine positionand a start effected from a standstill.

We think, however, tliat most rider.^

would find the walking mount the moresimple alternative. On the road thehigh gear was engaged rather sud-capabilities, and the only difference

experienced was that the engine revolutions slaclcened andthe machine's speed increased, thereby showhig that thereis no undue strain thrown on the gear by sudden changes :

it worked quite smoothly and without noise.

The smoothness of running experienced with this machineis in a great measure due to the spring clutch on the engine-

shaft, which worked perfectly, and rendered retardation al

corners and acceleration immediately after quite simple andeasy. 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 nopossible fault could be found with the machine (in fact, its

behasnour on thick grease was exemplary), it was suggestedwe should turn off our route and tackle the ascent of

Woatheroak Bill, a short but extremely steep acclivity with

Fig 2.—Seciional elevation of ihe

Sli pping clutch on engine-shaft.

A. Adjusting nut.

mi. Steel washers.r. Fixed fianse.

D. Chain pinion.

KK. Ravbestos wa; h-'.ss Coil springs.1'. Lockinc nut for fixed Han^f;,

u. En sine-shaft.~

\\ Crank case.

Fig. 3.- New system of controHing the Enfield coanter-shaft gear.

J. Univeisal joint,

K. Operating rod.

M. Arm supporting ball thrus*'

High speed chain.

Low speed chain.

Low speed chain wheel.High speed chain wheel.

Pinion-shaft for operating

rack of sliding block.

bearing.

68 JANUARY igth, kjii.

On the Road with the New Enfield.

—

a reputed gradient of about 1 iu 5^ for a short distance. Thefirst attempt was a failure, owing to a slight adjustmentbeing reqiured to the cam which operated the clutches (the

gear had been in use for 2,000 miles). This delay tookabout five minutes, and, descending, we were able to climbthe hill twice in rapid succession, about half way on. theliigh 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 chain-

driven model, "and found it exactly the same as the two-speed so far as the sweetness of transmission was concerned

;

it is constructed in just the same manner as the other

model with the exception of the change-speed gear on thecounter-shaft. The weights of the two models are given bythe 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 appearedbefore. The twin V-type engine is 54 x 75 mm. = 344 c.c.

The carburetter is a B. and B. handle-bar controlled; themagneto is a Bosch fitted with a special device by whichthe spark can be retarded without losing any of its intensity,front and back wheel stand, luggage carrier, etc. Com-fortable footboards are fitted to the two-speed model andpedalling gear to the single-speeder, which accounts to someextent for the similarity in the weights.

pThe A.C.C. Annual General Meeting.

(HE annual meeting of the M.C.C. was held at theInns of Court Hotel, Holborn, W.C, on Wednes-day evening last week. Owing to the unavoidableabsence of the president of the club, Mr. Charles

Jarrott, the chair was filled by Mr. E. Perman. After theminutes of the 1910 annual general meeting had been readand approved, on the proposition of Mr. E. M. P. Boileau,seconded by Mr. W. Cooper, the report and accounts wereadopted. 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

The Election of Officersfor 1911. These are a.<i follows : President, Mr. Charles

Jarrott [A letter was read by Mr. Candler from Mr.Jarrott, in which the latter apologised for his absence andannounced 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 onthe 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 thenproposed 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.

i\Ir. Jenkins, in accepting the post of captain, said hewanted the club's social events to be well patronised, andcalled for four members who were not on the committeeto act as sub-captains and help him. At the moment, how-ever, no volunteers were forthcoming. The next procedurewas the election of the committee. Messrs. Ilsley and Bsaywere elected scrutineers for the voting papers. During the

time the scrutineers were engaged in their duties somediscussion regarding the competitions ensued.

Suggestions for Competitions.Mr. G. E. Roberts suggested that in the Team Trial for

The. Motor Cycle Challenge Cup watches and speedometersshould be barred. Mr. van Hooydonk, in reply, said hethought it would be a good plan to allow the competitors to

retain their watches and speedometers, but to make themen cover a certain distance unknown to them at a givenspeed, a system which was most, successful in the club's last

speed-judging competition. Both Messrs. F. A. Hardy andG. E. Roberts supported this theory. Mr. Hardy thenproposed a vote of thanks to the members of the 1910committee for their services, which was carried nnanimousl)'.

Mr. Van Hooydonk asked for suggestions for a new formof competition. Mr. Boileau suggested a trial for single-

geared sidecar combinations over the stiffest course whichcould bo found, shedding of passengers to be forbidden.(Laughter.)Mr. B. Marians put forward the idea of holding a Re-

liability Trial and Hill Climb combined.Mr. C. C. Cooke announced that Messrs. Phelon and Moore

had offered a cup for a competition between the HertsCountv A.C. and the M.C.C.

Mr. Karslake then said he thought that a steep hill shouldbe included in the Petrol Consumption Trial course, so asadequately to test carburetters.Mr. Hardy suggested a holiday run extending over several

days, the competing machines to be placed under lock andkey at night.

The 1911 committee consists of Messrs. R. H. Head, H.G. Bell, E. B. Dickson, S. H. Fry, E. Gwynne, J. vanHooydonk, Dr. C. Gibbons, C. J. Seed, L. Vedy, B.Marians, S. May, and W. H. Wells. The proceedings thenterminated.

Shortly after the conclusion of the meeting a smokingconcert was held. It was exceedingly well attended, and aii

excellent programme was provided.

&„ .Jr^^^J:^.?rwv^im̂ f

ANOTHER M.C.C. MEDAL WINNER.E. B. Ware, who successfully drove an 8 h.p. Chater Lea and side-

car. This machine is fitted with the new Chater Lea twin engine, whichgave every satisfaction. Observe the assortment of head lights.

A.C.U. ANNUAL DINNER.Owing to the difficulty of securing accommodation at the

Waldorf Hotel on a Saturday evening, the annual dinnei'of the Auto Cycle Union will be held there on the dateoriginally fixed, viz., Thursday, 26th January, at 6.30 for

7 o'clock. Mr. Robert Todd,' the chairman of the Union.wiU preside, and the speeches will be fcAv. A most in-

teresting musical programme has been arranged, and willinclude such well-known artistes as iliss Dora Thorpe (songswith '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. FredCurtis (humorist), and Mr. Patrick Playfair. Ladies areinvited to this dinner, and it is requested that early applica-tion be made to the secretary, 18, Down Street. Piccadilly,W., for tickets, which are 7s. 6d. each.