Fig. 41 gives the starting-handle in part section. The handle H is attached to a tube which terminates in a clutch, C. A powerful spring keeps C normally apart from a second clutch, C^1, keyed to the engine shaft. When the driver wishes to start the engine he presses the handle towards the right, brings the clutches together, and turns the handle in a clockwise direction. As soon as the engine begins to fire, the faces of the clutches slip over one another. THE ENGINE. [Illustration: FIG. 42.--End and cross sections of a two-cylinder motor.] We next examine the two-cylinder engine (Fig. 42). Each cylinder is surrounded by a water-jacket, through which water is circulated by a pump[9] (Fig. 43). The heat generated by combustion is so great that the walls of the cylinder would soon become red-hot unless some of the heat were quickly carried away. The pistons are of "trunk" form--that is, long enough to act as guides and absorb the oblique thrust of the piston rods. Three or more piston rings lying in slots (not shown) prevent the escape of gas past the piston. It is interesting to notice that the efficiency of an internal-combustion engine depends so largely on the good fit of these moving parts, that cylinders, pistons, and rings must be exceedingly true. A good firm will turn out standard parts which are well within 1/5000 of an inch of perfect truth. It is also a wonderful testimony to the quality of the materials used that, if properly looked after, an engine which has made many millions of revolutions, at the rate of 1,000 to 2,000 per minute, often shows no appreciable signs of wear. In one particular test an engine was run _continuously for several months_, and at the end of the trial was in absolutely perfect condition. The cranks revolve in an oil-tight case (generally made of aluminium), and dip in oil, which they splash up into the cylinder to keep the piston well lubricated. The plate, P P, through a slot in which the piston rod works, prevents an excess of oil being flung up. Channels are provided for leading oil into the bearings. The cranks are 180 deg. apart. While one piston is being driven out by an explosion, the other is compressing its charge prior to ignition, so that the one action deadens the other. Therefore two explosions occur in one revolution of the cranks, and none during the next revolution. If both cranks were in line, the pistons would move together, giving one explosion each revolution. [Illustration: FIG. 43.--Showing how the water which cools the cylinders is circulated.]