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).
Evaluating a 'Turbo Transmitter' equipped car against a Humber Super Snipe and comparing the system to Ford's.
| Identifier | ExFiles\Box 156\4\ scan0098 | |
| Date | 7th July 1939 | |
| Sg.{Arthur F. Sidgreaves - MD} Hs.{Lord Ernest Hives - Chair} BY.S/C.S.7.39. 1330 TURBO TRANSMITTER. Rm{William Robotham - Chief Engineer}/Gry{Shadwell Grylls}'s memo Rm{William Robotham - Chief Engineer}/Gry.{Shadwell Grylls}6/MR.7.7.39. is a studiously fair presentment of the facts as demonstrated in the trial runs given us at Derby. We took out our own Humber Super Snipe as a check against performance, and in tests where we used the gears on our Snipe, Rm{William Robotham - Chief Engineer}/Gry.{Shadwell Grylls} could easily get away from the Turbo Snipe from standing start and low speeds. Before lunch Da{Bernard Day - Chassis Design}/Hdy.{William Hardy} and Rm{William Robotham - Chief Engineer}/Gry.{Shadwell Grylls} went out on the Turbo Snipe with Mr. Moore, and both of our people drove the car under varying conditions. I went out after lunch and spent about an hour on the road. I drove the Turbo Snipe in the afternoon tests. It is very easy to control, and gives one the impression of extreme simplicity and appeals to the "lay" mind. At the end of the tests which included a short steep hill with loose surface, I changed over to our own Snipe, and was surprised to note the increased quietness at low speeds due to the fact that the Turbo car engine must run at about 1000 r.p.m. to develop any power and is always therefore much in evidence at low speeds creating a feeling of fussiness. I think that the combination will supplant the fluid flywheel epicyclic gear combination without question, and for small cars will gradually work itself into favour due to the ease with which 'driving' can be acquired by a beginner on this type of car, but I am sure it is not a scheme to suit the Rolls-Royce clientele who are generally chauffeur driven, and in any case expect the maximum of quietness and absence of engine fuss. The scheme is in principle an advance on the original Ford idea of one low speed for starting and hills, with a top gear drive for all other service. This system with Fords ratio of low and top raised serious criticism, and forced Fords back to normal gear changes, and although in the Turbo one gets to a higher speed on the Turbo reduction than was possible with Fords gear, it still has the feeling of a compromise which is open to serious criticism on a high class car. In regard to petrol consumption in general, I should not expect any real variation from a normal car. As Rm{William Robotham - Chief Engineer}/Gry.{Shadwell Grylls} remarks, under certain conditions it might be worse, in other very specialised conditions it might be better, but on the average day's drive I should not expect any difference. | ||