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 a motoring magazine featuring reader correspondence on car conditions, sports car comparisons, and motoring recollections.
| Identifier | ExFiles\Box 160\5\ scan0309 | |
| Date | 4th April 1941 | |
| 304 BENT P 13/8 The Autocar April 4th, 1941 Correspondence To-day I have made a journey of 180 miles in order to inspect another 1939 model at a "reputable agent's." The advertisement described this car as being in "practically new condition," but before I had even seen it the salesman pointed out that the price was high and that the car really needed painting. When I saw it I understood. Much paint was missing from the wings and rust had taken its place. As for the "practically new condition," the speedometer registered 24,900 miles, and the salesman informed me that no overhaul had been carried out. He said, however, that it would probably be a different car if he had some men on it for a couple of days! It is time some of these agents came to realise the rising tide of indignation felt against their present mode of conduct —their advertising cars of which they are apparently ashamed to state the price, their liberal and often meaningless use of such phrases as "small mileage," "immaculate condition," and "fine fettle," which they seem to think will sell any kind of car. Before the war I should never have thought of buying a car except through an agent, but in view of my recent experiences it is my intention to deal direct with private sellers in future. J.{Mr Johnson W.M.} G.{Mr Griffiths - Chief Accountant / Mr Gnapp} Gaydon, Warwickshire. [Our correspondent, we cannot help feeling, has been unlucky. Investigations and road tests made by The Autocar in recent months in connection with articles published dealing with current used car stocks have clearly shown that a wide selection of good cars is available.—ED.{J. L. Edwards}] "TALKING OF SPORTS CARS" Comparison Between 8-litre and 6½-litre Speed Six Bentleys [50064.]—Though fearful that Mr. William S. Hall [50037] will exclaim "Et tu, Brute," I am unable to subscribe to the view that "the 8-litre (Bentley) was virtually only an enlargement of the famous Speed Six," or that, "given equality in the matter of weight, tuning, etc., the Speed Six would give a performance equal to the 8-litre's, or nearly so." I presume that Mr. Hall has in mind all-round performance, not maximum speed only. A glance at the respective chassis would suffice to confirm that as a "designed job" the 8-litre was a marked advance on the 6½-litre, which was only to be expected in view of the experience gained at Le Mans, Ulster, and elsewhere. It weighed no more; indeed, the engine weighed less. It had a lower centre of gravity, and weight distribution was better. Frame weakness had been eliminated, and the steering, in consequence, improved. Braking, particularly at high speed, was surer, but it was in suspension, perhaps, that the greatest improvement had been effected, for not only were the springs more flexible, yet well up to their job, but the rear ones had been located outside the frame and much closer to the road wheels, road-holding and cornering being in consequence improved out of all recognition. This modification alone placed the car in a different class, as I can testify, having adopted it on my 4½-litre Bentley—another car possessing the fundamentals for a discussion! At all events, Mr. Charles Mortimer [50038], having accepted an invitation to the passenger's seat at the track in 1937, declared that never before had he travelled so fast. Of course, that was prior to his masterly handling of E.R.A.s. But to return to the 8-litre: its engine, in addition to developing more power than the 6½-litre, as one would expect, had a greater output per litre of capacity. Certainly the car was not devoid of defects, but in all material departments it was noticeably superior to the Speed Six, and I would have paid a big price in 1931 to witness a "works" team of 8-litre Bentleys doing battle at Le Mans with a team of 7-litre supercharged Mercedes. Just think of it! On my own open-bodied late 1929 Speed Six I averaged over 400 miles per week during the twenty-two months I owned the car (this in addition to running an Aston Martin). Besides a number of 600- and 700-mile week-end runs in this country, I took the car to the Continent on several occasions, including twice to Spain and twice to Germany. It rewarded me with sterling service, the only trouble experienced throughout being a disrupted dynamo bearing—a fault which, I think, led to the disqualification of a Speed Six in a "Double-Twelve." The article "The 'Secrets' of the T.T. Bentley" (The Autocar, March 7th) was stimulating reading and a credit to its anonymous author. On the other hand, a letter [50030] the following week from Mr. Peter J.{Mr Johnson W.M.} Robertson Rodger depressed me, there being in the thought of cars already over ten years old embodying all a young man will ever require of motoring, something inexpressibly sad. F.{Mr Friese} LYCETT. London, S.W.5. S.S. 100, Frazer Nash and H.R.G. [50065.]—During the time in which the Frazer Nash "MV 3079" was discussed in your Correspondence columns, and by "V.{VIENNA}," I restrained myself from entering into the discussion, thinking that quite enough people were talking about this car. I have just read "Talking of Sports Cars" in your issue of January 31st, and I now have my excuse to add my praise of this really remarkable car, for I was the enthusiast with the 2½-litre S.S. 100 referred to by Mr. P. R.{Sir Henry Royce} White. The S.S. 100 and the 'Nash covered many miles together, and, as Mr. White says, it was "dicing mileage." My friend is also quite right when he says that the 'Nash was superior on road-holding under wet conditions. The most surprising run in the company of the S.S. 100 was one in which quite a "Grand Prix" was staged with the two of us and an H.R.G. In spite of the latter being new, the 'Nash seemed to have no difficulty in hanging on to the other two cars over a run in the Yorkshire dales, which included some very fast straights as well as corners. J.{Mr Johnson W.M.} M.{Mr Moon / Mr Moore} AKROYD. R.A.F. And Racing Recollections [50066.]—As a constant reader of The Autocar for the last twelve years, I must write to say how much I appreciate the wartime editions, which have been bright and full of interest. I have been much interested by the articles by "V.{VIENNA}" under "Talking of Sports Cars." Mr. D.{John DeLooze - Company Secretary} R.{Sir Henry Royce} Hagen's recent letter with reference to his one-time racing Lagonda was also most interesting, as I know this car and the owner well. At the moment I do not possess anything more fierce than a 1939 Austin Seven, but have owned an M.G., Riley and Hillman Aero Minx. I am also very interested in the "Twice-told Tales of Motor Racing." When reading these one might almost be at the track. [A new series, entitled "Recent British Classics," by Prince Chula, starts in this issue.—ED.{J. L. Edwards}] I wish you every success in the future with The Autocar, which I am sure it deserves. J.{Mr Johnson W.M.} C. BURROUGH. Holt, Norfolk. SUMMARY OF CORRESPONDENCE EXCHANGE OF INFORMATION.—Mr. C. C. Wallis, York, would like to correspond with another reader on the subject of tuning and maintenance of a P-type M.G. or a Riley Imp. BOOKS for MOTORISTS Issued in conjunction with "THE AUTOCAR" Net Price. By Post. 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