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 'The Autocar' magazine featuring correspondence on various cars, a technical tip, and book advertisements.
| Identifier | ExFiles\Box 160\5\ scan0093 | |
| Date | 27th December 1940 | |
| December 27th, 1940. The Autocar 653 Correspondence or isn’t it? And just in case it isn’t good, there is always Mr. Hampton’s second string, 30-33 sec. As regards road performance, from the start I have acknowledged the Bentley’s inferiority to the Bugatti, with, of course, Mr. Hampton at its wheel. Confronted with The Barn (Barnet by-pass) to Great Yarmouth in two hours, how could I do otherwise? F.{Mr Friese} LYCETT. London, S.W.5. [Mr. Hampton, the correspondent to whom Mr. Lycett refers, has previously indicated his withdrawal from the original correspondence, but the further subject now raised as to relative merits of acceleration to high speeds is of interest.—ED.{J. L. Edwards}] I have used the road mentioned many times over many years, and once, on being held up near a cottage which is just to the right of the picture (not shown) by cows, had the unusual experience immediately on passing them of beholding six left-hand drive American cars with various U.S.A. numbers on them (as well as the “touring” British numbers)—an unusual feature for a rural main road. TROAX. Driffield, Yorks. The Frazer Nash Again [49905.]—Regarding Mr. A.{Mr Adams} E.{Mr Elliott - Chief Engineer} H.{Arthur M. Hanbury - Head Complaints} Antell’s observations [49879] on the Frazer Nash, “ MV 3079,” I think he must have got hold of the wrong end of the stick somewhere, unless someone was clever enough to fit a six-cylinder engine and then rebuild the whole car round the number plate when it was burned out, subsequently refitting a four-cylinder engine. For the car was very much alive when I sold it at the end of 1939, and fitted with a very fine example of the normal Meadows four-cylinder engine, with about 8 to 1 compression. The only modification on the car besides the Laystall crankshaft and compression, that I could see, was a specially fitted unusually large radiator header tank, doubtless intended to cope with a lot of low-gear work in the Alpine runs. J.{Mr Johnson W.M.} C. STEPHENSON, 2nd Lt. Home Forces. Another Correct Solution [49908.]—The photograph in the heading of Correspondence in The Autocar of December 13th shows the road and river at Glenluce, Wigtownshire. The road at this point takes a double turn, passing under two arches of the viaduct. R.{Sir Henry Royce} W. G.{Mr Griffiths - Chief Accountant / Mr Gnapp} H.{Arthur M. Hanbury - Head Complaints} Dumfries. “ MV 3079 ” [49906.]—Mr. P. R.{Sir Henry Royce} White, A.M.Inst.A.A. [49893] confirms correctly the history of this remarkable 'Nash from 1932. H.{Arthur M. Hanbury - Head Complaints} J.{Mr Johnson W.M.} Aldington drove in all three events—Alpine, T.T. and September M.C.C. Hour “blind.” My father bought this car prior to the Hour run and “Aldy” drove it as entered. The ’Nash ran right through these three events without an overhaul. A.F.N.’s wanted to have the engine down after the Hour event, but we had several hundred fast miles out of it before a main bearing began to sound. No data are available here, but from memory the engine was standard but for h.c. pistons, Bosch magneto, light valve rockers and push-rods, plus the magic hand to bring it “au point.” It certainly was fast and a sheer delight to handle, yet tractable and easy to start. On third 83 m.p.h. was available, and 98 was the highest achieved on top. It was without doubt the best ’Nash I’ve come across, but, like many outstanding examples, subsequent owners must have wondered “how it was done,” unless A.F.N. restored it to its pristine performance before Sir Clive Edwards' [49893], friend purchased it in 1935-36. It was a “good 'un,” and further news would be welcome in these days. ANTHONY BROOKE. R.A.F. [Under “Talking of Sports Cars” in the December 20th issue a more detailed account by Mr. Brooke of this much-discussed car’s history as known to him was published.—ED.{J. L. Edwards}] A WIRING HINT Method of Making the Ends of Leads Secure [49909.]—In “Hints and Tips” in your November 22nd issue you say that the correct way to put a wire on a terminal is to wind it round clockwise. With this method a pull on the wire will unscrew the nut unless the wire has been wound right round and crossed, in which case the wire is cut in half. I have found that a much easier and more reliable method is to insert a short straight end in an anti-clockwise direction. If the wire is held close up to the terminal while tightening, the end will be rolled and drawn into the terminal, and any load or vibration on the wire will pull the nut tighter. The wire will break before it can be pulled out. Try it! R.{Sir Henry Royce} W. CORBITT, A.M.I.Mech.E. Derby. THE RACING SUNBEAMS Successes Which are Not Always Given the Credit They Deserve [49910.]—It was pleasing to note in The Autocar that two G.P. Sunbeams are being preserved by enthusiasts who realise their value. These cars were among the finest produced by motor craftsmen, and one wonders, if financial difficulties had not beset the parent concern, whether they would not have become even more successful in the racing world. In the hands of famous drivers such as Sir. H.{Arthur M. Hanbury - Head Complaints} Segrave, K.{Mr Kilner} Lee Guinness, Resta, Chassagne and Divo they won the French and Spanish G.P. and scored successes at Shelsley, Brooklands, etc. The unsupercharged model beat supercharged cars in the French Grand Prix. The earlier Sunbeams were also worthy of preservation. They could be really be divided into three distinct types. These were, first of all, the side-valve Coupe de l’Auto winner, which also made a good show at Indianapolis (driven by Guyot, Chassagne and Grant). Then the 1914 T.T. winner (K.L.G.), a four-cylinder type which was fifth in the 1914 G.P. (Resta), and which, in eight-cylinder form, won the 1922 T.T. (Chassagne). Thirdly were the 1,500 c.c. four-cylinder machines which, when known as Talbot-Darracqs, never lost a race. COUNTRYMAN. Woodbridge, Suffolk. WHERE IT WAS A Reader Recognises the Scene of a “Puzzle Picture” [49907.]—On opening The Autocar of December 13th I saw a view of the River Luce, showing the main road from Glenluce to Stranraer, in the heading to Correspondence. In short, I had opened the issue at page 601. I further recognised that the photographer had walked a short distance up the road to Fineview to take the photograph. Am I right? [Yes.—ED.{J. L. Edwards}] The county is, of course, Wigtownshire. Incidentally, I might add that the fishing in the Luce is both excellent and preserved. BOOKS for MOTORISTS Issued in conjunction with "THE AUTOCAR" Net Price. By Post. 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 The Autocar Handbook ... 2/6 ... 2/11 Motor Driving Made Easy ... 2/6 ... 2/10 More Sketches by Casque ... 2/- ... 2/3 Automobile Electrical Equipment ... 10/6 ... 11/1 The Modern Diesel ... 3/6 ... 3/11 The Autocar Register ... 3/- ... 3/5 By P. M.{Mr Moon / Mr Moore} Heldt, U.S.A. : High Speed Combustion Engines ... 42/- ... 42/7 Motor Vehicles and Tractors ... 42/- ... 42/7 Fuels and Carburettors ... 18/- ... 18/7 High Speed Diesel Engines ... 27/- ... 27/7 "The Autocar" Motorists' Diary for 1941. Price, 2/-. By post, including Purchase Tax, 2/7. Full particulars of any of the above books will be sent on application. Obtainable from Leading Booksellers and Railway Bookstalls or direct (remittance with order) from ILIFFE & SONS LTD., Dorset House, Stamford Street, London A 19 | ||