AUGUST ist, 1912. . 859

A MONTH or two ago we took delivery of a 6

h.-p. Enfield sidecar combination, and . since

that tune many enjoyable' fides have been our

lot. The Enfield^ as may be' recalled, first made .its

appearance at the

Olympia Show, andit was eagei'ly ex-

amined, as it' had'

been produced /to

cater for the un-

doubted demandfor a passenger

machine capable

of climbing all

main road hills

and averaging the

speed of a goodnioti ir bicycle. Our

. experience is that

the machine is

able to answer all

requirements i ri

this respect, for

it will exceed 40miles per . hour onoccasion

it mustfessed

sidecar

fortable

(though

be con-

that nois com-either to

Section of the Enfield two-specl and free

engine ge3r. It is of the internal expand-ing clutch type, the clutches being engagedby a pair of cams sliding in either

direction.

sit upon or drive

at this speed), andit will climb 1 in

6 gradients on the

low- gear without

taxing the engine

to its utmost.

The steering of the machine is splendid ; no doubt

the special construction and attachment of the sidecar

to the bicycle accounts for this in no small measure.

First Experiences.Our initial experiences of the machine were not so

happy as they might have been. .-On the occasion of

the first long run the engine started at the fiist turn

of the geared-up handle, but we- could not persuadethe low gear clutch to start the machine from a stand-

still, no matter how tenderly the lever (which is

situated on the top tube) was engaged. KventuallyColver came .to the rescue, and his advice, which wehave always acted upon since, was gently to tap the

lever rearwards. This method works fairly well, butthe clutches are not so sweet in action as they mightbe, and no doubt wilL be on the. 1913 model. At theend of that .run we found smidry .bqlts. a_nd,nuts miss-ing, and we found it paid to go carefully over, the

machine with a spanner at regular intervals. This-precautionary measure would, however, be unnecessaryWere every nut split pinned or fitted with a springwasher as it should be. The slipping clutch on the

engine-shaft, and the patent cush drive situated in

the rear hub. undoubtedly conduce to the smoothrunning of the machine.

The Engine.The J;A.P. side :by-side valve engine has behaved

exceedingly well -throughout, though we have beentroubled by broken valve springs—evidently some of

a badly tempered batch. This model engine, with

comparatively long .stroke to bore ratio, viz., 76 x

85 mm., is a highly suitable one for passenger work,though one could wish that 'the noise arising from the

valve lappets was not so pronounced.But for these untoward experiences, the Enfield has

behaved itself splendidly. What we have liked all

along has been its ready response to the throttle lever.

An eighth of an inch- extra opening and away the

machine will bound, a change of gear only being

The standard pattern 6 h.p. Enfield two-speed sidecar combination with• cane body.

necessary on hills approaching single-figure severity.

One secret of enjoyable running on a poweiful sidecar

is to have tyres well up to their work. The voiturette

Dunlop on rear wheel has given entire .satisfaction,

though it is strange how luck varies. For instance,

after a long spell of no trouble running, we experienced

four punctures in one day in the front tyre—and it

has never been blown up since.

A cane sidecar is supplied with the standard article

having a torpedo front and cane door. A coach-built

sidecar—which we prefer for powt "til machines

—

may be obtained at slightly extra cost.

The. petrol consumption with the Amac carburetter

is not excessive considering the weight, . power} andspeed; 55 to 60 m.p.g. we find about the average.