SPORTING MACHINES ON TEST—continued.
should estimate it at around the eighty mark. An extraordinary vibration was noticeable only when all out, which we attribute to inaccurate engine balance of the machine under test, as we are informed that this vibration is not usually present.
A little difficulty was experienced at first over the gear change, but we found that after a little practice really snappy changes are possible.
The brakes are exceptionally good, the back one being situated to the right of the rider in a very handy position; one is rather apt, however, when using it quickly, to depress the decompressor. Speaking of the decompressor, the one fitted to the machine under test did not work very well, and we therefore experienced a little difficulty on starting on one or two occasions. However, the machine has
covered many thousands of miles, and P. & M. decompressors usually do operate. On the road we found the T.T. Panther docile in traffic yet willing at all times to show off its remarkable acceleration.
Unfortunately we were not seriously challenged, except for a sporting light car capable of an all out speed of about 70, but a little stretch of top and a very small opening of the throttle was sufficient to cope with this rather optimistic speedman.
In stopping to refill with National Benzole Mixture and Castrol XL we were rather surprised to find that a spanner was required to undo the nut on the sump. A quickly openable filler cap would save considerable time and trouble. We noticed that at all stops made the T.T. Panther created quite a sensation, other motor-cyclists clustering
around the machine admiring its sporting appearance and the beautiful P. & M. finish which is always an outstanding feature of this firm’s productions. On a rough semi-colonial section of our trial we found the machine held the road exceptionally well, and it was practically impossible to get it to skid even on the most treacherous-looking surfaces. Although no serious hills were encountered we discovered one or two nasty little gradients, and were not surprised to find the T.T. Panther apparently taking a delight in showing us how well it could climb. We noticed that the particular machine on test had a 12 to I bottom gear ratio, although it was seldom necessary to use low gear except on the worst gradients with bad surfaces. Another detail of interest which did not escape our watchful eye was that Dunlop wired-on
tyres were fitted. Further, the magneto was set exceptionally advanced, it being impossible to start the machine except on fully retard.
We suffered one involuntary stop, due to an oiled up plug, but on investigation discovered that some form of upper cylinder lubricant had been mixed with the petrol on rather too generous a scale. We had no further trouble in this direction, however, on refilling the tank with pure 50/50 mixture. We had hoped to take the T.T. Panther for a run of abDut 200 miles, but unfortunately the staff photographer who accompanied us on a 3 la.p. Twin was unable to keep within a reasonable distance of us, it being necessary to stop and wait every few miles. Our friend the photographer complaining at each meeting that although he was travelling consistently at between 40
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