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).
Page from 'The Autocar' magazine featuring correspondence from readers on various motor cars and related topics.
| Identifier | ExFiles\Box 160\5\ scan0301 | |
| Date | 14th March 1941 | |
| BP 240 The Autocar March 14th, 1941 Correspondence come by obtaining a K.W. "master" vibrator, which had to do the work of all four trembler coils, but did it; and the Runbaken Co., of Manchester, designed a replacement commutator that made you almost "fit it and forget it." The old Ford was, in many ways, a marvel of accessibility. I have timed myself (a mere amateur) to take the radiator off in eleven minutes; and then continue with removing the cylinder head, sump base plate and front three pistons in an hour and a quarter, single handed (the fourth piston was shrouded and more difficult). In my case, electric light, though fascinating in those days, obtained from the flywheel dynamo (as well as the ignition) was not a complete success, as it caused misfiring sometimes. The volume of light varied too much with the speed of the engine, and occasionally burnt out the filaments. As Mr. H.{Arthur M. Hanbury - Head Complaints} C. Butterfield [49956] so truly says, these cars needed to be driven moderately, and they would then always get you "there and back." One fault, then as now, was that many drivers would hang on to top gear too long. With a top gear of about 3.6 to 1 and a very light, whippy crankshaft it was no wonder they broke down under such treatment. Of course, low gear was a tedious crawl of about 5 or 6 m.p.h. with one's left foot pressed hard down to hold the band tight. It was a joy to watch the expressions on the faces of those not familiar with foot-operated epicyclic gears when the car was gently driven backwards and forwards like a seesaw with the driver's hands held above his head. I recall that I detached the ball-joint steering connections, packed them with graphite grease, and fitted them with little leather jackets. When examined three years later, they were still well greased and working freely, but without "play." All my later cars have been similarly treated. Yes, the Ford car taught me more about "motors" than any other machine I have ever owned before or since, and probably at much less expense. It was very light, powerful and roomy—as desirable a combination as then. E.{Mr Elliott - Chief Engineer} L. GREENFIELD. Ross-on-Wye. "TALKING OF SPORTS CARS" More Recent Details of a Special Talbot 90 [50029]—In case the owner of the subject of the “Talking of Sports Cars" in your February 14th issue should have missed this article here are a few facts from the recent life of this admirable motor car. The ex-Hebeler Talbot 90 has been in the possession of G.{Mr Griffiths - Chief Accountant / Mr Gnapp} N. Mackie since 1937 I believe. This gentleman is now with the R.A.S.C. in Gloucestershire, and, to his great credit (and the joy of the natives), is keeping the Talbot on the road. When I last saw it, about three weeks ago, it was as well groomed as ever, and except for smaller head lamps, apparently exactly as in your photograph. Mackie has for some years been a supporter of the Roesch-designed Talbot, and prior to this example ran the four-seater competition 90 formerly raced by Miss McOstrich. The present car has given him a great deal of solid satisfaction, and has proved very reliable over many thousands of miles. In 1938 the Talbot and owner made a quick and successful tour of Germany, embracing the Grand Prix at Nürburg. Later he obtained a place, or places, in Vintage Car Club meetings at Donington, and the car will doubtless be remembered by many members of this club. It was entered for a road course event at a B.A.R.C. meeting in 1939. Unfortunately the handicappers, evidently inspired by its formidable record, paid even more than their usual tributes, and there was insufficient time to find the speed to justify the car on their expectations. As appears to be usual on cars with a history, there is a plate inside the cockpit inscribed with past triumphs of the chassis, and very impressive reading it makes. I wish I could quote it in full. When I last drove the machine the maximum was in the region of 90 m.p.h., with acceleration in keeping, and this was accomplished in a smooth and docile manner. The steering, brakes and gear box all handled like the real thing. If "the road-holding was not up to the standard of the modern independently sprung sports car" that is surely not to be wondered at, and must, indeed, be expected (Bugattis excepted) of any "normally" suspended car. In a quite different connection I feel that "Vizor's" observations on sports car racing in the opening paragraphs of this same article provide interesting material for discussion. To me, such races as typified by the Ulster T.T. (but excluding Le Mans—an old-established event with an atmosphere of its own) seemed in the nature of stop gaps, unnecessarily prolonged. They were not in the best interests of the sport or the progress of high-efficiency design. I have more to say on this subject if anyone feels sufficiently strongly about it to advance the opposite view. M.{Mr Moon / Mr Moore} S. SOAMES. R.A.F. Each to His Taste [50030.]—The magnificent Lycett-Hampton-Boddy-Bennett argument anent the claim to the world's best sports car and so on and so forth, has afforded me infinite pleasure. The earnestness and intense feeling displayed by so many shrewd and capable men about a subject so entirely ridiculous has been a most refreshing experience in a world all too lacking in a sense of fun. Surely there is one factor which has so far been left out in these comparisons—the reason why one owns and loves one's particular car, and is prepared to back it against all-comers. Mr. Lycett thinks, and with reason, that his 8-litre is the most perfect machine on the road; so does Mr. Hampton, and, without doubt, Messrs. Hunter, Fane, Connell and the rest of the "boys" who may claim to own the "finest sports car." The point is, does it matter? Surely, in the end, the only criterion is one's own enjoyment. Is any standard of comparison really possible? Surely the cars themselves, and their personal appeal, count for so much more than figures for acceleration, times up Shelsley, average speeds put up, and what have you? I would go so far as to say that there is no conceivable form of competition which could fairly show up the many and varied merits of the cars under discussion. I have two of the Birkin-Paget blower Bentleys, which have been dragged into the argument to show that E.{Mr Elliott - Chief Engineer} R.{Sir Henry Royce} Hall's modern-type Bentley lapped the T.T. circuit faster than they did. Mr. Hall's car is, therefore, presumably a better car than mine. But I don't want it; I don't envy its present possessor, and would not change it for mine for anything. My own Bentleys embody all I shall ever require of motoring, and to hell with split-second performance figures and point-to-point runs! Neither do I covet the motor cars of Messrs Lycett, Hampton, Hunter or Connell. PETER J.{Mr Johnson W.M.} ROBERTSON RODGER. R.A.F. SUMMARY OF CORRESPONDENCE GWYNNE EIGHT.—"W. B.," South Farnborough, Hants, would be interested to hear of a Gwynne Eight in running order, or an engine only. ADDRESS WANTED.—Will Mr. Warwick Lamplough, of Tanners Green, Worcs., who enquired recently concerning a 105 Talbot, kindly let the Editor have his full address? BOOKS FOR MOTORISTS Issued in conjunction with "THE AUTOCAR" Net Price. By Post. The Autocar Handbook ... 3/- ... 3/5 The Autocar Guide for the “L” Driver ... 1/- ... 1/2 Look After Your Car... ... 2/6 ... 2/9 The Motor Vehicle ... 10/6 ... 11/1 Know Your Car ... 1/6 ... 1/8 Motor Driving Made Easy ... 2/6 ... 2/10 More Sketches by Casque ... 2/- ... 2/3 Automobile Electrical Equipment ... 10/6 ... 11/1 The Modern Diesel ... 3/6 ... 3/11 The Autocar Register ... 3/- ... 3/5 By P. M.{Mr Moon / Mr Moore} Heldt, U.S.A. : High Speed Combustion Engines ... 42/- ... 42/7 Motor Vehicles and Tractors ... 42/- ... 42/7 Fuels and Carburettors ... ... 18/- ... 18/7 High Speed Diesel Engines ... 27/- ... 27/7 Full particulars of any of the above books will be sent on application. Obtainable from Leading Booksellers and Railway Bookstalls or direct (remittance with order) from ILIFFE & SONS LTD., Dorset House, Stamford Street, London, S.E.1 | ||