L.M.C.
We have recently had an opportunity of examining one of the new 4 h.p.. L.M.C. sidecar motor cycles. The power unit is much on the lines of the standard L.M,C, 3½ h.p.,, but the engine has had the bore and stroke increases to 89 x 92 mm. The compression is medium, and the radiating tins have been extended. The engine is fed either by a B, and B, or Amac carburetter, while a new type Bosch magneto is carried on a platform cast on the front of the crank case, and is driven by a train of gears. Handle-bar control is used for both carburetter and magneto. The Roc type two-speed gear is employed in conjunction with an adjustable pulley. The left foot operates the high gear and emergency brake, while on the right footboard are placed the low gear and band brake pedals. Long rubber-covered footboards are fitted pivoted at their front ends and sprung, towards the rear. The wheels are specially heavy, and shod with 2iin, x 26in, tyres, A new silencer and cut-out are used, and a plate is fitted over the end to protect the rider's trousers from the exhaust gases. All fittings are very substantial, and the front mudguard is fitted with side wings right up to the fork head. In the 1912 models the front wheel can be dropped away by removing two split pins and slacking off two nuts. As is usual on L.M.C. machines, a universal joint is fitted near the small end of the connecting rod, and a foot-operated exhaust lift is used as well as the usual hand lever. The spring up stand is prevented from rattling by a spring clip on the mudguard, B. and L, lubrication can be supplied. The 1912 T.T. and Tourist models have drop frames, and the front wheel is more readily detachable than previously. With these exceptions they remain almost unaltered. The engine has a bore and stroke of 85 x 88 mm., and the Autovaria gear can be fitted if desired.
1911 Olympia Show - The Motor Cycle November 16th, 1911. Page 1216
L.M.C., No. 81.
The Lloyd Motor Eng. Co., Ltd., Monument Road, Birmingham. – This machine was described in a recent issue, and needs no more than a general description here. It is constructed throughout to withstand the strains of sidecar work, and has a very workman-like appearance. The two-speed gear and both brakes are operated by pedals placed on the long rubber-covered footboards. The spring forks have been redesigned, so that it is now a simple matter to withdraw the front wheel. The frame is on standard lines, but the tank has cut-away sides at the rear so as to avoid rubbing the legs. Mudguarding is carefully carried out, with side flaps fitted to the front guard.
This machine has undergone very few alterations for next year. As in the case of the 4 h.p., the spring forks have been improved. The Auto-Varia gear is too well known to need description. The silencer has been re-designed, and is fitted with an end plate to prevent the exhaust gases impinging on the rider's foot or leg. This engine is also fitted to the Tourist Trophy type, and can be supplied either with fixed engine or a Roc type gear. In the case of the Tourist Trophy type, the footrests have been dropped to give a more comfortable riding position. A neat pedal-operated exhaust lift, as well as the usual hand control, is fitted to one of these machines, and the L.M.C. universally-jointed connecting rod used throughout. Other details will be found in a recent issue. Handle-bar magneto control is fitted as standard.
1911 Olympia Show - The Motor Cycle November 23rd, 1911. Page 1270
