Douglas EW 350

Messrs. Douglas Motors have always believed in racing, and to this end they market the special o.h.v. I.O.M. machines in 500 c.c. and 600 c.c. forms. The bulk of their output, however, consists of purely touring machines ; but this year, however, they are showing " sports " models as distinct from racing machines.

The chief sensation is the new 600 c.c. E.W. Model, which closely resembles the wonderful 1926 E.W. in appearance, but has, of course, a larger engine, embodying detachable cylinder heads. For the trials man desirous of all the excellent E.W. features plus a little extra power, the 600 c.c. model should approach very near the ideal. Great interest is sure to be aroused by the announcement of the first super-charged motor-cycle available to the public. This bold step has been taken by the Coventry Victor firm, who are always well to the fore with bright ideas. A " Berk " supercharger is fitted to one of the well known 500 c.c. o.h.v. models, and provided the necessary strengthening of the engine has been carried out, a very remarkable machine should result. The other "talking point" on this stand is a new silencer, which is claimed to be very effective, and which is also marketed separately as a proprietary article."

Motor Sport Magazine

Next a 350-c.c. "E.W." Douglas came along. The "E.W." had been introduced in 1925 and mainly followed the original Douglas specification of 1912. It created a favourable impression from the very commencement and seemed to have inherited its fine tick-over from the then-obsolete 4-h.p. model, for 2 3/4-h.p. Douglases never numbered this amongst their strong points. The "E.W." handled well, was quiet both from its exhaust and mechanically, and in 300 miles, in spite of being put through a Colmore Cup Trial in that distance, the only attention required was adjustment of the exhaust tappet of the front cylinder.

The 80-mile run from London to Stratford to the start of the trial was accomplished at a 27-m.p.h. average in spite of thick fog for the last twenty miles, and the P. & H. headlamp required only one fill of carbide and provided perfectly adequate illumination. Fuel consumption came out at about 90 m.p.g., 60 m.p.h. was obtainable under good conditions and comfort was of such an order that the rider felt no soreness or aches after going through the "Colmore" as already recounted and immediately riding the 80 miles home, again in the dark. The hills mostly proved easy, although the Hutchison semi-balloon tyres tended to promote spin unless small throttle openings were imposed. Snags were that it was impossible to make a snap-change from second to top gear and that the front brake was entirely inoperative even when wheeling the bicycle! But on the score of lightness, sturdy build, low price and comfort the "E.W." Douglas got full marks."

Motor Sport Magazine