From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).
Correspondence and information bureau page from a motoring publication discussing car models, modifications, and wartime driving.
| Identifier | ExFiles\Box 160\5\ scan0159 | |
| Date | 22th January 1941 | |
| The Motor PUBLICITY FILE 1378 558 Contd. January 22, 1941. Correspondence Eight-litre Enthusiasm Suspension Out of Date IS it not time, the old car enthusiasts realized that, however potent the engine may be, the suspension of Mr. Lycett's Bentley is out of date? This is shown by the fact that the car cannot compete, on the owner's admission, with modern independently sprung cars in cornering ability. The fact that the Bentley is heavier than modern sports cars is no excuse, but merely an indication of its date. How, then, can Mr. Clutton make the statement that this car is the paramount road car? Surely a large percentage of the world's roads are of a twisty nature. H.C.H. Edinburgh. the minimum amount of driving fatigue and maximum reliability is the criterion of merit for a sporting car, what definition should be used, and how is it possible to establish a right to the title without entering for a race? Mr. Clutton is dogmatic. He has driven the 8-litre and so is sure that he knows the real answer. Has he driven E.{Mr Elliott - Chief Engineer} R.{Sir Henry Royce} Hall's car fitted with its T.T. body? Does he really believe that the modifications carried out by Mr. Lycett to the 8-litre would make it 11 m.p.h. faster over the T.T. course than the fastest supercharged car ever entered in this race by the Bentley Company? Is he sure that none of the modifications will affect the reliability of this car when driven to the limit? Comparison with Later Models I WAS most interested in the replies by Mr. Lycett and Mr. Clutton to my letter, published in The Motor on December 18. Mr. Lycett generously conceded my point that large cars are relatively slow over a road circuit. It is for this very reason that I believe the modern version of his car, i.e., a 3½ or 4¼-litre Bentley, fitted with suitable coachwork, has now superseded his 8-litre as the world's finest sports car. After all, if average road speed with I still think that many of The Motor readers would be vastly intrigued by a comparison of these two cars by a neutral observer. They could be driven as fast as is safe and comfortable over a course of, say, 200 miles of “give-and-take” road. The average speed, the pleasure obtained from the run and the welfare of the driver at the conclusion of the test would be the points for which the majority of the marks would be awarded. JOHN P. BENNETT. Bowden, Cheshire. Head-lamp Masks—Near-side or Off-side? THERE is a noticeable increase in the number of head-lamp masks fitted on the near side. Mine is, after a trial, on the near side. Here are the advantages:— I. On any kind of road the cyclist with a poor rear reflector, or none at all, is much more readily spotted. [Cyclists are compelled, by law, to have rear lights.—ED.{J. L. Edwards}] II. In towns the light from the near-side lamp spreads over the pavement and illuminates the preoccupied pedestrian, who is apt to step off into the road without thinking. III. Two cars approaching one another on an incline, or bumpy road, do not each inconvenience one another with intermittent glare. Previous discussions on the subject submit that the objection is that if an off-side side lamp is out the width of an approaching vehicle cannot be seen. The answer to this is that only in the case of a motorcycle is the head lamp the sole front illumination. Thus approaching lights consisting of a side light (near side) and head lamp in close juxtaposition must indicate a vehicle. That being so, it becomes obvious that the off-side side lamp is out, and that plenty of clearance must be allowed. The near-side masked head lamp picks out the centre white line (or near-side white line if an arterial road), just as clearly as if the off-side lamp were in use, so that it would seem that the advantages of near-side mask fitment far outweigh the objections. We don't want more legislation, but if all motorists will try the near-side recommendation, uniformity will soon be obtained voluntarily. R.{Sir Henry Royce} O'C. London, N.W.1. Information Bureau Inquiries are answered by post: keep Letters brief and send a stamped, addressed envelope. Balanced Twin Carburetters Q.—I have fitted two carburetters to my 1936 four-cylinder B.S.A. three-wheeler engine, each instrument feeding two cylinders. The engine runs quite normally, but I notice that if I look through the air intakes of the Solex carburetters on anything over half-throttle, great “lumps” of petrol come through the jets and thoroughly soak the butterflies and induction pipes. Petrol also blows out from the air intakes in small particles. At low engine speeds none of the symptoms occur. Are these occurrences normal or will they harm the engine? Could they be due to not having a sufficiently large balance pipe between the induction pipes; the present balance pipe is ¾-in. outside diameter? Is a balance pipe really necessary, and, if so, what should be its bore?—S.W.S. A.{Mr Adams}—Owing to the irregularity of the inspirations with the two carburetters, it is impossible to prevent a certain amount of fuel blow back and disposition round the jet. This is due to rebound owing to lack of induction continuity; it takes place always at certain engine speeds and is, of course, very much more in evidence with the air cleaner off. When in position this will absorb and return most of it, and if the consumption is not appreciably increased as compared to that with one carburetter it may be ignored, because under normal driving conditions it will be inappreciable and will do no harm. Gas-air Mixture Q.—I shall be running my car on coal gas, using a balloon mounted on the roof of the car. I am carrying out all the conversion work myself and want to know what is the normal gas-air mixture ratio employed for this purpose. A.{Mr Adams}—The normal ratio when running on town gas is five parts air to one part of gas. Women's Service in Engineering Q.—I am anxious to answer Mr. Bevin's appeal for more women in engineering. I am interested in cars and worked voluntarily for two months in a repair shop at a garage. Now I want to get a job in works, such as making cars for export or the Army. Can you tell me how I should proceed to obtain such employment? I have been to the local employment exchange but they are not very helpful.—Miss D.H. A.{Mr Adams}—In view of the difficulty you have had in establishing contact with any firm interested in taking on women in engineering, we suggest you write direct to the Controller of Machine Tools, Ministry of Supply (Code V.A.), 35, Old Queen Street, Westminster, London, S.W.1, stating your ambitions. [Cartoon text] BORFUSH GAS ATTACK PRACTICE A28 | ||