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 motorsport publication featuring articles on car comparisons, future car design, and obituaries for two racing drivers.
| Identifier | ExFiles\Box 160\5\ scan0145 | |
| Date | 1st November 1940 | |
| MOTOR SPORT 214 NOVEMBER, 1940 PICKING UP SAM'S GAUNTLET—continued brake test would have made Dunlop shareholders rub their hands in anticipation of next year's improved sales, and a somewhat breathless party was decanted at the saloon bar entrance. From behind a pot a voice, timid as though it knew that " walls have ears," said, " You know, if that car had its speedometer marked in kilometres and had been built in Bergamo or Berlin we'd hail it as a masterpiece of automobile design." Perhaps it's just the British tradition that nothing good comes from Britain until it is history. Perhaps it is because British layout and bodywork are conventional that the unusual in the Lancia and Fiat 500 must be revered. The Rover Fourteen may be compared with the Lancia or (Mr. Clutton's word again) the " admirable " Citroen. The Rover is better finished and lacks the smell and drumming of the Lancia and the weighty steering of the Citroen, and the bill is less. The Fiat 500 became a popular pet and sold largely on its adequate accommodation for a very small tax. The Austin, less picturesque, has quite as much room, is infinitely more reliable and does not rely on an engine that screams to high heaven to get performance. The Austin behind it, and the public, realizing this, refuses to be seduced from its sanity by the temporary appeal of an untested termite from Turin. The British small car Mr. Clutton dismisses as inferior to the French Peugeots and Citroens. He offers no explanation. Is it not so surprising, if this were true, that the name M.G. appears in so many sport-car competition results, both at home and abroad? Do the names of Peugeot or Citroen? An effort has been made to show that even if modern cars are breaking away from the traditions dear to the Vintage enthusiasts' hearts, all is not lost. Mr. Jones the tinker, Mr. Smith the tailor, Mr. Brown the candlestick maker, rich or poor, can take their families to the seaside on Sunday (plus a perambulator, four deck chairs and a picnic basket) in their 8 h.p. British baby and return with hands, however sticky with Margate rock, unsoiled by handling the tool kit, and knuckles not bared by winding the hardle. Trials hills can be climbed that failed everyone a decade ago. From the minor speed event to the world's record, times have come down and speeds gone up. All this during ten decadent years? Ask the next man you see putting 1/11 1/2d. worth of cooking petrol into the tank of his 1939 motor-car, and he will tell you that all is right in the world of cars. [Any more to be said, on either side?—Ed.{J. L. Edwards}] FAST CARS OF THE FUTURE Laurence Pomeroy had an extremely good article in "The Motor " of October 23rd, which all our readers should study. It compared streamlined with box-like cars and showed, as clearly as we have ever seen it shown, the advantages of high average speed to the ordinary car user. Pomeroy mentioned that he used to rise early on a summer's morn while working in Derby, have breakfast on the Beaulieu River and be back in time to put in a full afternoon's work, thanks to possession of a car with ability to average 50 m.p.h. He emphasises, that a car able to average 50 m.p.h. with safety gives added living space equal to an area greater than that of the whole of Cambridgeshire, to those who wish to live within an hour's journey of their place of toil, as opposed to a car only able to average 30 m.p.h. Pomeroy believes that streamlining is the key to such economy, in the future, and suggests that the distinction between the touring car and the sports-car may, in future, become extinct, being replaced by demarcation in terms of the box-like, slow-speed, short-distance car, and the high-speed, long-distance, invariably streamlined car. It is a pity that this country has been slow to produce practical streamlined road cars, so that Pomeroy has had to base his reasoning and figures on the streamline "Balilla " Fiat saloon, which so impressed him when he had it out on test, and which we last recollect seeing in action at Backwell hill climb, just before the war, and to illustrate his article with pictures of foreign cars. We hope this state of affairs will change before we have to go all out for export markets, and we look forward to a separate article from Pomeroy's pen on the subject of those 50 m.p.h. average advantages not apparent to ordinary motorists. Obituary THE LATE THOMAS ESSERY ROSE-RICHARDS We regret to have to record that " Tim " Rose-Richards, R.N.V.R., has been killed flying on active service. Rose-Richards was a wealthy stock-broker who achieved considerable prominence in racing, at the wheel of Bugatti, Talbot, Aston-Martin and Alfa-Romeo cars. He competed in B.A.R.C. meetings ten years ago and later did some serious racing, his successes numbering third place at Le Mans with the Hon. Brian Lewis in 1931, third again at Le Mans with the Hon. Brian Lewis in 1932, in both instances with a Talbot, and the same showing yet again in 1933. He was second in the 1933 Mannin Moar in a " 2.3 " Bugatti and third in the T.T. of that year with an Alfa-Romeo. He drove Bugatti, Talbot and Alfa-Romeo cars in many classic events in 1934, and in 1935 was third at the Eifel meeting with an E.R.A. He also partnered John Cobb in the Napier-Railton, both when it won the 500 Mile Race at 121.38 m.p.h. and when it took records at Bonneville Flats. " Tim " Rose-Richards raced in a big way for the fun of the thing, and anyone who will do that merits our warm respect. THE LATE LUIS FONTES We regret to announce that Luis Fontes has been killed while flying on active service with Air Transport Auxiliary. He had an opportunity in 1935 which is of the sort about which enthusiasts dream—that of handling the ex-Brian Lewis "2.3" Alfa-Romeo in the Inter-national Trophy Race, when his own M.G. was not ready in time. He carried No. 13 and showed his great driving ability by winning this difficult car. He was third in the I.O.M. Mannin Moar and second at Phoenix Park in 1935 with this car, and also won the Limerick Race. He drove a 4 1/2-litre Lagonda to victory with Hindmarsh at Le Mans. He then disappeared from racing and later flew a Comper Swift in a number of air races. | ||