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).
Car modifications and streamlining, drawing a comparison with French steam train technology.
| Identifier | ExFiles\Box 161\1\ scan0079 | |
| Date | 31th January 1938 | |
| - 2 - b) Having removed the outer sheel of the radiator, complete with radiator shutters, would it be possible to send over a thermostat arrangement, which can be fitted between the radiator and the engine itself, similar to the one that was fitted to the red Bentley car that came out here many months ago and incidentally had fixed radiator shutters ? Coming back to the car itself, I presume that it would be a good idea to fit large wheels to the rear and keep the small wheels in the front ? I feel pretty certain that the standard brakes will not stand up to this job, first of all owing to the increased speed of the car, and secondly because, in spite of everything and everybody, the total weight of this car is, I think, going to be somewhat of an eye opener, and if I remember my experience Look my light car which had considerable braking effect due to its non-streamline propensities as compared to the present car which we hope will be all to the contrary. Incidentally, I recently got a permit to try out a new streamline steam train that are running between Paris and Marseilles. Quite apart from the foot-plate impression on this prewar locamotive, which at times cracks along at 90 M.P.H., there are quite a few points of interest which compare identically with the motor-car problems, viz :- 1. Every known device has been utilized to save weight, including not filling up the tender with water and stopping one minute here and there to put some in. There are two reasons for this :- a) the necessity for acceleration. b) not to overload the axles on the tender, which at the speeds attained on the French tracks are apt to snap. 2. The standard Westinghouse brakes were entirely insufficient to stop the train, and they have to be seconded by an improved type of brakes called Piganot. 3. On the straight, the engine driver can shut off steam for between 17 and 35 seconds, his train being "lancé à" 140 kms an hour, and owing to the streamline, the speed of the train during these seconds does not vary. This incidentally enables the engineers to keep up the required amount of steam. On an ordinary train, the speed would immediately drop. In fact, this idea can be applied to a standard train, without disastrous effects on the time tables. * * * * * * * * * * | ||