gearbox to the ends of the rear axle. In this way the mechanical vibration of the engine and transmission was largely isolated from the chassis and occupants. Images below are for the 1904 six-cylinder version of the car. Engine Both the four cylinder and six cylinder engines had identical cylinders of 3.75 inches bore and stroke. Each cylinder was bolted onto the aluminium crankcase, with the cylinders offset to allow each to have its own crank pin. Intermediate crankshaft bearings were provided between each pair of cylinders. The inlet valves were automatic on the top of the cylinders, and the exhaust valves were beneath the cylinders, operated by a camshaft beneath the crankshaft. The engine ratings of 12-16 hp for the four cylinder, and 18-24 for the six cylinder are described as "the lower powers mentioned in both cases are those which can be obtained on the road-wheels under average running conditions - hill-climbing - whilst the higher powers mentioned are those developed by the respective engines on the brake, when running at a speed of 1,000 revs. per min." The single gear-driven camshaft is arranged so that each lobe operates the exhaust valves on a pair of cylinders. Roller cam followers are used. In the middle of the camshaft is a speed governor. The governor causes lengthwise movement of the camshaft, and the cam-lobes are slightly widened to allow for this. The speed-regulation caused by the governor is set by a lever on the steering column and the same mechanism advances the spark with increased engine speed. The operation of the governor is overridden by the foot throttle (either slower or faster - the pedal is of a type allowing it to be raised or depressed), but for normal running the governor offers an early form of cruise control. Gearbox The gearbox was housed in an aluminium casing and bolted directly onto the engine. It contained a main cone clutch and two epicyclic gears, allowing four forward speeds. All gears are helical which substantially reduces gear noise, and the drive is direct through in top gear. The main foot-operated clutch could be latched in the disengaged position by depressing and moving the foot pedal to one side, allowing the engine to be started and idled without driving the wheels. Once the clutch pedal was released gear changes were made using a hand lever without the need to use the