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 on various cars including Talbot and Bentley.
| Identifier | ExFiles\Box 160\5\ scan0265 | |
| Date | 7th March 1941 | |
| March 7th, 1941 The Autocar 219 Correspondence delé will catch the eye of the present owner. It seems more than likely to me that the type of driver of such a car will also be a reader of your most excellent journal. Best wishes for continued success. J.{Mr Johnson W.M.} W. BROWN. Home Forces. Concerning the Racing Talbot 90 Single-seater Which Was Rebuilt as a Road Car [50017.]—Your account of the Talbot 90 in “Talking of Sports Cars” in your February 14th issue interested me greatly. The car in question did not start life as a four-seater Double-Twelve car, but was, I believe, built for the 1930 B.R.D.C. 500-Mile Race, in which it finished fourth at 104.26 m.p.h., driven by the Hon. Brian Lewis and Earl Howe. The modifications such as twin carburettors and Scintilla Vertex magneto were not added till R.{Sir Henry Royce} S. Hebeler had the car rebuilt in the form in which it is described. Concerning the characteristic whistling sound peculiar to Talbots at Brooklands and elsewhere, this was caused by the rush of air between the large brake drums and the front wheels and, incidentally, I understand was present on my 3.3-litre Talbot during the time when I raced it. Actually, I think the Talbot 90 was rebuilt for Hebeler in 1933—not 1934 or '35—for in that year he came with me to the R.A.C. Hastings Rally and left his car in my garage while we were away. Best wishes to The Autocar. It’s grand to be still able to get it. W. M.{Mr Moon / Mr Moore} COUPER. R.A.S.C. E.{Mr Elliott - Chief Engineer} R.{Sir Henry Royce} Hall's T.T. Bentley [50018.]—Kindly permit me to correct an error made by your correspondent “Rolyat” [49976] and others regarding E.{Mr Elliott - Chief Engineer} R.{Sir Henry Royce} Hall’s “3½” Bentley. This car ran in 1934 and '35, but in the official entry list of ’36 it is listed as a “4¼.” Certainly the ’36 entry was a different car, although the older “3½” was used in the practice that year. I am quite certain of these facts, having seen all the events in question. Hall’s fastest lap was in 1936, at 83.5 m.p.h., a figure only exceeded by Lebeque (85.52 m.p.h.), whose Delahaye had had trouble, however, and was flagged off at the finish. Ballynahinch, Belfast. WM. G.{Mr Griffiths - Chief Accountant / Mr Gnapp} MONOW. [Our correspondent is, of course, correct as regards the Bentley having a 4¼-litre engine in the 1936 race. In an article in which the car in question is described elsewhere in this issue it is mentioned that the Bentley, given the bigger engine for the 1936 event, was then fitted by Mr. Hall with an entirely new body, a fact which no doubt led to our correspondent’s impression that the 1936 entry was a different car. Another “4¼” fitted with the wings and body used in 1934 and 1935, was employed, we understand, for the 1936 race practice.—ED.{J. L. Edwards}] The 8-litre Bentley's Crankshaft [50019.]—Mr. C. W. P. Hampton’s letter [49985] was not in print at the time of my recently expressed wish to withdraw from further correspondence anent my 8-litre Bentley. Some of your readers may, however, be looking for an answer to a question it contained. The question was: “Has the 8-litre a special Laystall crank-shaft?” The facts about this shaft are as follows, and your readers will thus be able to judge for themselves whether or no, as enhancing performance, which is what I assume Mr. Hampton has in mind, it should be termed “special.” No skeleton is being dragged from its cupboard, however, for as long ago as 1938 a contemporary, describing the car, mentioned the shaft, the information being furnished by myself. Following successive power boosts, I was never altogether happy about the original shaft (the same as fitted to the 6½-litre Bentley), but there appeared nothing I could do about it until one day I chanced to see a finished shaft beside a forging similar to that from which it had been turned. At once I was struck by the enormous loss of metal. Clearly a much heavier shaft could be produced from the forging, but could the crankcase accommodate it? In due course I was told that a shaft with 6 mm. thicker journals and a whole heap more metal in the webs could be installed, but that the extra weight—it proved to be 16 lb.—might impair acceleration. That possibility did not deter me, however, reliability always taking precedence in my eyes over sheer performance. Actually, some falling-off in acceleration was noticeable when the car again took the road, but it may have been due as much to the shaft having not yet “bedded in” as to its extra weight. The “special Laystall crankshaft” resolves itself, therefore, into a shaft turned from the usual Bentley forging by the people who latterly had made old-type Bentley shafts, but heavier. Nor was h.p. increased by its installation, subsequent improved performance being the outcome of judicious lightening and attention to suspension and streamlining. To the reiterated suggestion that results have been secured by resorting to carburettor adjustments and special plug point settings, the answer is in the negative. Since switching from “leaded” fuels to Discol five, it may be six, years ago no carburettor adjustment whatsoever has been made, and, with regard to “special plug point settings,” although I am not quite clear what is implied, the answer is particularly straightforward. For years I have used invariably K.L.G. V8/1 plugs; not only do these not possess “points” in the accepted sense, but the makers warn one not to attempt adjustment. London, S.W.5. F.{Mr Friese} LYCETT. The Present-day Bentley [50020.]—I read with interest Mr. J.{Mr Johnson W.M.} P. Bennett’s letter [49919]. I have owned a number of the modern Bentleys and entirely agree with the opinion expressed. There are many cars better than the Bentley for pure acceleration, but this is only one factor in achieving the maximum road performance. I sincerely hope that you will be able to get hold of Hall’s T.T. car, and to give us an article on its performance. Incidentally, it would be interesting to know what modifications the manufacturers made to enable this car to reach the figure quoted for its performance in the Tourist Trophy race. Presumably the regulations allowed raising the compression ratio, but little else. Cheslyn Hay, Staffs. C. L. HAWKINS. [An article dealing with the car’s preparation and racing performances appears in this issue.—ED.{J. L. Edwards}] SUMMARY OF CORRESPONDENCE CATALOGUES.—“D.{John DeLooze - Company Secretary} L. G.{Mr Griffiths - Chief Accountant / Mr Gnapp},” Stockport, Cheshire, wishes to add to his collection of catalogues, particularly those dealing with small sports cars produced in 1933-1937, such as the Le Mans Singer, M.G. Magna and Magnette models, Triumph Southern Cross and Monte Carlo models, Vale Special, Rapier, Morris Cunard, Wolseley Hornet Daytona, Arrow and Abbey models, and Hillman Aero Minx. He would buy or exchange catalogues. SMALL SPORTS CAR.—A Vale Special, preferably of 8 h.p., and fitted with touring equipment, is wanted by “H.{Arthur M. Hanbury - Head Complaints} L. H.{Arthur M. Hanbury - Head Complaints},” Studley, Warwickshire. BOOKS for MOTORISTS Issued in conjunction with “THE AUTOCAR” Net Price. By Post. 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