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).
Correspondence page from 'The Autocar' magazine featuring reader letters on sports cars, speed trials, and vehicle performance.
| Identifier | ExFiles\Box 160\5\ scan0311 | |
| Date | 9th May 1941 | |
| 414 BENTLEY P. 1378 May 9th, 1941 Correspondence The engine is beautifully smooth, probably due to the evenly balanced seven-bearing crankshaft. Accessories, fittings and coachwork leave nothing to be desired, and all these features combined, not omitting the magnificent lines which have been typical of all Jaguars since the introduction of this model in 1936, have put S.S. among the first-class leading makes of Britain's good cars. Whilst in some respects it may be considered a cheap car, I venture to suggest that the price is only possible from the fact that, while the Jaguar may be considered a specially produced car, the engine unit is manufactured by a firm of great repute, and other equally good components make it possible to complete an outstanding assembly. A.{Mr Adams} L. MACVITIE. Colwall, Malvern. [The car in question, it transpires, was actually delivered in October, 1936, and thus is dated as a 1937 model, as our correspondent suggests, though for purposes of the article to which reference is made it was natural to regard it as a “five-year-old.”—ED.{J. L. Edwards}] “TALKING OF SPORTS CARS” Enthusiasm for the Marque Mercedes [50117.]—I was very much interested in the description of the 1 1/2-litre Mercedes in the April 25th issue of The Autocar. Having been a great enthusiast for Mercedes cars for a great many years, and having owned and driven most of the types, particularly the large ones, from the 60 h.p. 1903 model onwards, I naturally like to hear about other Mercedes drivers' views and experiences. I have a very large collection of Mercedes cars, from the earliest times onwards, and should be pleased if any of your correspondents want to get into touch with me concerning these old warriors. At the present time I have two 38-250 open sports Mercedes laid up. EDWARD L. MAYER. Hitchin, Herts. The Performance of a Certain T Type M.G. [50118.]—I read with great amusement the letters in your April 25th issue about my M.G. from “Brescia” and Mr. W. G.{Mr Griffiths - Chief Accountant / Mr Gnapp} S. Wike [50098 and 50099]. I quite expected mild sarcasm, if not downright disbelief of the performance figures, so I most certainly do accept it all “in the same spirit as offered.” However, I must correct a few misapprehensions. I do not habitually obtain 95 m.p.h.; if your correspondent had read the article carefully he would have seen that this figure has been reached downhill on several occasions. I expressly stated that the car will accelerate to 90 on the flat, and as any ordinary T Type will do 85, surely my claim is not so fantastic? Secondly, my father has a 1939 27 h.p. Humber Super Snipe as distinct from the ordinary Snipe. This is a highly tuned light sports saloon, and will also do 85-87 on the flat. I appeal to anyone who knows the Newmarket-Cambridge road to say whether or not such high figures can be reached on the very long switchbacks in that area. As to the letter [50110] from Mr. R.{Sir Henry Royce} G.{Mr Griffiths - Chief Accountant / Mr Gnapp} Sutherland, he bases his disbelief solely on inaccurate instruments and a five-year-old Road Test. I must therefore emphasise that I have covered a measured mile (milestone to milestone) in a stopwatch watched 42 seconds (85 m.p.h.), and that I “held” and actually passed my father’s Super Snipe when flat out; even Aston Martin’s admit that this model will do 85. Finally, my rev counter and speedometer are separately driven, and if inaccurate would not agree all the way up the scale. (My revs are exactly 5,000 at 83 m.p.h.) I can only reiterate that what I have said is true, and I hereby offer to prove my claims to any sceptic who has a couple of gallons to spare. MARSHALL THURSBY-PELHAM. London, S.W.1. Railton and Bentley Speed Trials Performances [50119.]—I regret my error (one of transcription) in acclaiming Mr. Charles Mortimer's skill at the wheel of E.R.A.s. Few, however, in the least interested would have failed to appreciate that “Altas” was intended; consequently Mr. Mortimer’s lengthy disclaimer was superfluous, as was also his fresh attack on my 8-litre Bentley, his first having established beyond any doubt his antipathy to this car. That was indeed a pretty compliment friend Follett paid me in his article “Road, Track and Hill” (The Autocar, April 18th) in citing me as the criterion of his Railton's prowess at the Brighton Speed Trials of 1938, seeing that I was at the wheel of my aged unsupercharged 4 1/2-litre (four and one-half litre!) Bentley, and included in the field was that out-and-out sprint machine, Hutchison’s Allard V12. Small wonder had the old truck been “quite handsomely beaten,” but mark what actually befell. The times for the promoting club's members' handicap, which preceded the “open” meeting, were: Railton 28.77 sec., Bentley 28.90 sec., Allard 28.95 sec., the award going to the Bentley on handicap, presumably by reason of its age, weight (28 cwt.), and the fact that its engine's cubic capacity was one-twentieth only greater than the Railton's. In the competition proper which followed, the cars, i.e., the Railton and the Bentley, ran in both classes for sports cars for which they were eligible, the results being as follows: No. 1: Bentley 29.10 sec., first; Allard and Railton 29.17 sec., second (tie). No. 2: Alta (S.) 27.36 sec., first; Bentley 28.49 sec., second; Alta 28.68 sec., third; Railton 28.80 sec., unplaced. The foregoing is not intended to detract in any way from the general merit of the Railton. It is a truly remarkable car and if at any time it carries my money I could not wish it to be in more capable hands than those of friend Follett. My acknowledgments to “Brescia” [50098] whose advice I shall certainly bear in mind with the return of happier times; nevertheless, I question the propriety at my time of life of invoking the aid of St.{Capt. P. R. Strong} Christopher. F.{Mr Friese} LYCETT. London, S.W.5. Big Cars in Long Races [50120.]—I am grateful to Mr. F.{Mr Friese} Lycett [50064] for dispelling my illusions regarding the Speed Six Bentley, and I am indeed surprised to note that the 8-litre developed more power per litre than the smaller car. It was certainly a great pity that the old Bentley firm were never able to race the 8-litre, as the success which would almost certainly have resulted would have proved that this model was just as suitable for long-distance racing as its famous predecessors. And then, of course, even “Omega” [50054] would have to admit what most enthusiasts have known for years, that all the old-type Bentleys excelled in high-speed reliability. I do not consider, however, that any really large car would stand much chance of success in a long-distance race run over the short and tortuous circuits so popular in recent years. The thanks of all enthusiasts are due to The Autocar for allowing this amusing and interesting correspondence to continue for so long. WILLIAM S. HALL. Nottingham. BOOKS for MOTORISTS Issued in conjunction with “THE AUTOCAR” Net Price. By Post. The Autocar Handbook ... 3/- ... 3/5 The Autocar Guide for the “L” Driver ... 1/- ... 1/2 Look After Your Car... ... 2/6 ... 2/9 The Motor Vehicle ... 10/6 ... 11/1 Know Your Car ... ... 1/6 ... 1/8 Motor Driving Made Easy ... ... 2/6 ... 2/10 More Sketches by Casque ... ... 2/- ... 2/3 Net Price. By Post. Automobile Electrical Equipment ... 10/6 ... 11/1 The Autocar Register ... 3/- ... 3/5 By P. 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