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 page from 'The Autocar' magazine discussing various historic cars and their performance.
| Identifier | ExFiles\Box 160\5\ scan0222 | |
| Date | 3rd January 1941 | |
| January 3rd, 1941 The Autocar 27 Correspondence the 4.5-litre supercharged model it would have been entered. The only direct comparison between Hall's and Lycett's Bentleys which I am able to find is at Shelsley, where the best time was apparently 50.44 sec. for Lycett's Bentley, whereas Hall succeeded in doing the climb in 46 3/5 sec. These figures seem somewhat inexplicable in view of the disparity of the power-weight ratios. If Hall's car is still in existence it would be most interesting if one of your representatives could take it for a run and detail his impressions, because by its record it must be no less remarkable than the “vintage” 8-litre which has created so much interest. A comparison with the 3-litre would also be extraordinarily informative. JOHN P. BENNETT. Bowdon, Cheshire. [The opportunity would be welcomed.—ED.{J. L. Edwards}] axle sprockets until split distance pieces were fitted; even the ministrations of the works spanner (a long tubular affair which, extending above the body, allows a tommy bar several feet long to be brought to bear) would not tighten the clamping bolts sufficiently. Chains were sometimes shed, but, fortunately, a 'Nash can always be driven happily home on whatever remains! I am not surprised to hear that the car does not take to Pool petrol; Brooke ran on 25 per cent. benzole, and even then constant use of the ignition control was required if violent pinking was to be avoided. Brooke has been in the U.S.A. for some years, but I should be very pleased to meet Mr. Stephenson and compare reminiscences and photographs. P. W. YATES. London, S.E.3. [It will be recalled that reminiscences of this much-discussed car from Mr. Anthony Brooke, brother of the owner referred to above, appeared in the “Talking of Sports Cars” feature in the December 20th issue.—ED.{J. L. Edwards}] Details from Personal Knowledge [49920.]—As I was personally engaged on the construction of the two 1932 Alpine trial Frazer Nash cars, I can endorse the details given by Mr. P. R.{Sir Henry Royce} White [49898]. It may interest “Vizor” to know that the Segrave-McCalla 2-litre Sunbeam was fitted with the V-fronted radiator in 1933, when I was careless enough to ram the O.M. car which was towing me in an endeavour to start. The damage was only superficial, and I doubt whether the radiator itself was ever damaged, as it only necessitated slight attention to the header tank. H.{Arthur M. Hanbury - Head Complaints} L. BIGGS. Enfield, Middlesex. More About the Frazer Nash, MV 3079 [49921.]—Mr. J.{Mr Johnson W.M.} C. Stephenson [49898] says of this car: “I often thought that to have had it when it was new and fresh in 1932 would have been the absolute height of perfection in motoring.” It was! It belonged to my friend Burnham Brooke from 1932 to 1934, and in those two years we shared many a mile of superb motoring and many an hour of pleasant toil in and around that machine. It was bought at the close of the 1932 racing season, in wonderful tune but inclined to drop apart here and there, as cars will after racing. I have little doubt that Brooke's attention to mechanical details and the improvements he devised contributed to your correspondent's enthusiasm for the car's performance. His figures (95 on top, 80 on third, and 32 m.p.g.) are almost identical with Brooke's seven years earlier, though perhaps it was never pushed quite to the limit by him. This is a fine tribute to the care of the intervening owners (would any of them care to come forward?). “MV 3079” was marvellous fun to drive, with its good acceleration and high top speed, above all on account of its really superbly accurate steering, the like of which I have never met. Average speeds of over 60 were possible for quite long distances, and I have timed Winchester to Basingstoke at over 70. Incidentally, the dash used to carry at its left-hand side a Smith chronometer of the type which, in addition to the normal clock, has two separate stop-clock mechanisms, one with a large second hand and smaller minute hand, and the other (for trip time) like a clock within a clock. This was removed by Brooke as a souvenir, and to this day adorns a mantelshelf in Oxfordshire. For Mr. Stephenson's consolation I can assure him that even in 1932 it was not all straightforward motoring, and Brooke had his troubles. There was a marked “wanderlust” among the “THESE CARS MADE HISTORY” Other Interesting Examples [49922.]—Allow me to express my appreciation of the articles under this heading, and a hope that you will be able, at an early date, to include in the series that world-famous (even at this present time) model, the Ford T type. [An article dealing with this car in the series in question is in train.—ED.{J. L. Edwards}] It is interesting to recall, in connection with the recent R.{Sir Henry Royce}-R.{Sir Henry Royce} Silver Ghost article, that the T type Ford had an unbroken run of production in basically unchanged form of eighteen years, and many fundamental principles originated in 1909 still persist on present-day models. Another car which I hope to see gain mention in the same series is the U.I.M., which, I believe, was a direct forerunner of the Chrysler of to-day. This car, produced in about 1910 or 1911, had unit construction of engine and gear box, a multi-plate clutch running in oil (when most British and Continental makers were content with a leather cone clutch), three-point suspension for the engine-gear box unit, and a most ingenious arrangement (used later in modified form on Harley-Davidson motor cycles) whereby the gear lever could not be moved until the clutch pedal was depressed. Incidentally, the clutch pedal was also the brake pedal, the first part of its travel disengaging the clutch, and the latter part applying the brakes. The engine, if memory serves me right, was a four-cylinder, with T heads and a bore and stroke of about 4in., its chief characteristics being extreme economy and effortless performance. I do not think that very many of these cars were sold in this country, but my father owned two of them, a five-seater tourer and a very rakish two-seater roadster, and ran them for many years until vital parts wore out and could not be replaced. The name of the makers was United Industrial Motors, but where in the U.S.A. their factory was I was never able to find out. G.{Mr Griffiths - Chief Accountant / Mr Gnapp} E.{Mr Elliott - Chief Engineer} BAGGULEY. Derby. SUMMARY OF CORRESPONDENCE SMALL SPORTS CAR WANTED.—“K.{Mr Kilner} P.,” Kenilworth, wishes to obtain, for not more than £5, an old 8 h.p. M.G. Midget or other 8 h.p. sports car, and would be glad to hear from an owner who wants to dispose of such a machine. BOOKS FOR MOTORISTS Issued in conjunction with “THE AUTOCAR” Net Price. By Post. 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 The Autocar Handbook ... ... ... 2/6 ... 2/11 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/- ... 3/3 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 “The Autocar” Motorists' Diary for 1941. Price, 2/-. By post, including Purchase Tax, 2/7. 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. A 25 | ||