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 a motoring magazine featuring readers' letters on driving methods and vehicle performance.
| Identifier | ExFiles\Box 82\3\ scan0294 | |
| Date | 5th April 1935 | |
| 576 The Autocar April 5th, 1935. Correspondence The venue of the recent R.A.C. Rally : an attractive view of Eastbourne front and pier. THE EDITOR IS NOT RESPONSIBLE FOR THE VIEWS EXPRESSED. LETTERS, EACH BEARING THE NAME AND ADDRESS OF THE WRITER, EVEN IF A NOM DE PLUME IS USED, MUST AVOID PERSONALITIES AND RECAPITULATION DRIVING METHODS Effect of Braking by Changing Down [44324.]—After having driven 20,000 miles, a friend told me that I drove in an entirely different way from everyone else, and, in his opinion, my handling of the car would shorten the life of the engine, especially the transmission and the clutch. His reason was that, when desiring to reduce speed, either on the level or otherwise, I changed down instead of applying the brakes. This came as rather a surprise to me, for I had always prided myself that not only was I handling the car in the most scientific manner, but that I was saving considerable wear of the brake linings. When I came to think about it I found I was unable to decide which was really the correct manner. I had been taught to change down every time. I made enquiries amongst friends who drive cars and several mechanics. They all replied that it was usual to use the brakes, and that they could not give me any idea as to what wear and tear I was causing by continual use of the gear box. As far as I know there are no instructions issued by car manufacturers. Further, it would interest me to know just to what extent I am shortening the life of my engine, and how much extra wear or strain I am putting on the clutch and transmission, and if there are any other parts of the machine that would suffer in consequence. I refer to the practice of continual changing down from top to third in a four-speed gear box. A.{Mr Adams} V.{VIENNA} ENGLEY. Epsom, Surrey. A DELIGHTFUL VILLAGE Recollections of a Reader Now in Egypt [44325.]—I read the article, entitled "Down Along," by "Vagrant," in your issue of March 1st, with considerable interest, as I know much of that road so well. I think the village he refers to between Mere and Salisbury must be Teffont Magna. It is one of the prettiest villages in Wiltshire or, indeed, anywhere, with a small stream flowing through it, spanned by little wooden bridges leading to grey-stone cottages with their gardens a mass of flowers. At the entrance to the village on the Salisbury side stands the Black Horse inn, which for years I have used as a stopping place for lunch on trips to the West from the South- ampton district, and where they sell such excellent draught cider that I advise anyone not to miss it! The rock garden in front of the inn is an interesting feature. I have found this road from Salisbury to Langport and the West through Mere and Wincanton to be very fast, as it is seldom one meets much traffic, even in the height of the holiday season, while in winter it is practically deserted. T. F.{Mr Friese} TWIST. Ismailia, Egypt. [A number of other correspondents have kindly written on the subject of this lovely village to "Vagrant," who wishes to express his thanks.—ED.{J. L. Edwards}] FREE WHEELING ON A 100 M.P.H. CAR Real Motoring in Italy on an— [44326.]—As a motorist of over twenty-five years' stand- ing and a lover of sports cars, I decided at the end of last summer to invest in a well-known Italian eight-cylinder car with supercharged o.h.v. double-camshaft 2,300 c.c., fanless dry-sump engine, and four-seater open Le Mans aluminium body, to which I had the Galanti free wheeling fitted. Very wrongly, I formerly always feared supercharged engines for touring purposes on account of the "plug business." Having driven the car now for 7,000 miles, lately in co fog and snow, I am able completely to forget the plugs, which still are the cool R1 Champion racing ones. Never one misfire, every time the most splendid start at the first short push at the starting button (Bosch equipment, double jet latest model big Memini carburetter, electrical fuel pump). If I like I can drive indefinitely on the direct gear at an engine speed as low as 500 r.p.m. as well as at 100 m.p.h. with four up. I have timed this speed on an Autostrada. While touring at speeds between 65 and 80 my petrol con- sumption with Esso fuel is invariably about 14 m.p.g., and engine oil consumption is 700 m.p.g., with lightning accelera- tion and wonderful brakes which can be set at any time in a few seconds with no tools and without touching any part of the car body. The Ferodo brake linings show no wear and never squeak. During my mileage the clearances of the sixteen valves have not altered one hair. I have done the Alps. The power uphill on direct gear is amazing, and the coolness of the engine as never seen before with unsupercharged ones. The free-wheeling device works in oil on the main enclosed transmission shaft, and is put in or out of action when either travelling or at rest through a small button conveniently placed on the instrument board. It never requires attention, for the lubricant cannot escape. Under braking on slippery roads the car is far more steady with than without free wheeling. People who try to contest this fact must have their brakes or tyres not properly equalised, or perhaps their wheels are not properly balanced. Gear chang- ing becomes a joke, though very seldom necessary on account of the powerful direct gear. One is no more a driver but a visitor at the steering wheel. C. A.{Mr Adams} S. A 40 Milan. | ||