The Motor Cycle — Page 2

But the following acceleration times tell another tale. With the ignition fully advanced and the clutch right home, the Matchless took 5 sec. to reach 45 m.p.h. from 20 m.p.h. in second gear, 6 4/5 sec. in third gear, and 7 2/5 sec. in top.
The last-mentioned figure will give some idea of the power at low revs. The engine will respond to a sudden opening of the throttle without the sign of a knock, even with the ignition fully advanced and "straight" petrol as the fuel. The minimum non-snatch, top-gear-speed, with ignition retarded, was 18 to 19 m.p.h., while the best speeds obtained in the various gears were 35 m.p.h. in first (12.9 to 1), 66 m.p.h. in second (7.3 to 1), 74 m.p.h. in third (6.23 to 1), and 82 m.p.h. in top (4.86 to 1).
The relative closeness of second and third gears, with corresponding "width" from bottom to second and third to top, seemed rather unnecessary, and the charm of a four-speed gear box was to some extent lost. However, the Matchless appeared to be just as happy when slogging as when revving to its utmost. Engine vibration, except for one very slight period low down the scale, was virtually non-existent.
Such an engine naturally suggests high-speed cruising, and in this it did not fail. Speeds of 60 m.p.h. and more could be maintained whenever possible. The average main-road hill could be comfortably stormed in top gear, while Beggars' Roost was climbed easily in second gear. Incidentally, the gear box was inclined to be a little noisy on this ratio.
At a maintained speed of 35 m.p.h. the petrol consumption was 96.8 m.p.g., a figure which of course, was consider-ably reduced when cruising at high speeds. In this respect the oil consumption figure of approximately 900 m.p.g. does not do the machine justice, as the major part of the test consisted of really high-speed, main-road work.
The brakes were excellent, both the lever and pedal being light and "spongy" in action. They did, however, appear to suffer from the ingress of water, for, after a soaking, it took some twenty miles before they returned to their original efficiency.
The mudguards, which have very smart chromium-plated beaded edges, were well up to standard in efficiency, as was the central spring-up stand, which must be one of the most easily operated extant.
During the test the opportunity was taken to adjust the chains. While the rear chain setting was a simple matter, the primary was not quite so easy, the bolt securing the pivoting gear box being tucked underneath the oil tank.
To rectify a slackening-off of the engine-shaft shock-absorber, it was necessary to remove the primary oil-bath chain case, an operation which proved incredibly-simple. One nut was undone, while a screw was slackened off, and the case fell apart, it not being necessary to touch the footrests or brake pedal.
The absence of an exhaust-lifter made the descent of rough-surfaced hills rather difficult. The remaining feature of the sports 498 c.c. Matchless is its price of £50 with lighting, which is extraordinary in view of the ultra-sports performance of the engine and the superb steering qualities possessed by the frame.