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).
Test report on a Turbo Transmitter fitted to a Humber Super Snipe.
| Identifier | ExFiles\Box 156\4\ scan0100 | |
| Date | 7th July 1939 | |
| To Sg.{Arthur F. Sidgreaves - MD} from Rm{William Robotham - Chief Engineer}/Gry.{Shadwell Grylls} c. By.{R.W. Bailey - Chief Engineer} c. Ms. c. Cx.{Major Len W. Cox - Advertising Manager} W/S. c. Da.{Bernard Day - Chassis Design} c. Da{Bernard Day - Chassis Design}/Hdy.{William Hardy} c. Da{Bernard Day - Chassis Design}/Ev.{Ivan Evernden - coachwork} c. Hx. Rm{William Robotham - Chief Engineer}/Gry.{Shadwell Grylls}6/MH.{M. Huckerby}7.7.39. TURBO TRANSMITTER. Yesterday By.{R.W. Bailey - Chief Engineer}, Hdy.{William Hardy} and I tried this transmitter fitted to a Humber Super Snipe which Mr. Moore brought up for us to test. This hydraulic convertor is undoubtedly an advance on the Leyland type as its efficiency continues to rise at high speeds and does not fall to zero. The idea is not new as Bendix had in America in 1936 a very similar arrangement which even went further and eliminated some of our criticisms of the Turbo Transmitter. Nothing, however, was done with it. The particular unit fitted to the Snipe was designed to drive without slip above 40 m.p.h. In effect, this meant that above 35 m.p.h. no better acceleration could be obtained than on the top gear of an ordinary car. This point we demonstrated by side by side tests against the Works' Humber. Hence a hill climbable at 50 in 3rd. on an ordinary car would bring the turbo car down to a much lower speed. In this particular respect, the transmission we tried would not satisfy R.R. requirements. This does not mean that by changing the vane angles etc. it might not be possible to raise the critical speed of 40 m.p.h. to 65 m.p.h., but we think such a change might have undesirable effects at lower speeds where the efficiency would be less, and the fuss greater. The box on the Humber was only inefficient below 25 m.p.h. which is not of great consequence. As regards freedom from the effort of normal gear changing and clutch operation, it was much appreciated and for driving in city traffic would be a great benefit. | ||