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 a motoring magazine featuring letters to the editor on various motoring topics.
| Identifier | ExFiles\Box 160\5\ scan0054 | |
| Date | 6th December 1940 | |
| December 6th, 1940. The Autocar 579 Anent your recent article concerning the weight of present-day engines, I should like to point out that the 1926 side-valve Anzani (admittedly a 12 h.p. machine) weighed only 166 lb. complete, and produced 47 b.h.p. at 4,500 r.p.m., which is approximately 3½ lb. per b.h.p. This engine, in its standard form, was one of the most reliable ever made and fully capable of pushing out the power almost indefinitely. A.{Mr Adams} E.{Mr Elliott - Chief Engineer} H.{Arthur M. Hanbury - Head Complaints} ANTELL. Garston, Herts. Fellow Enthusiasm for the Frazer Nash [49880.]—It was with interest that we read “Talking of Sports Cars” in The Autocar of November 22nd, describing an Alpine Frazer Nash belonging to Mr. Gordon Woods. We are pleased to think that the article published about our old and faithful “Boulogne” (The Autocar, October 11th), inspired Mr. Woods to enable “V.{VIENNA}” once more to drive a Frazer Nash. Incidentally, his remarks about the gear change are very apt in all respects, and particularly about the well-remembered “clonk” when first is engaged. It is very gratifying to hear of another ’Nash enthusiast, as it is a rare enough occasion to meet one of the machines on the road in peacetime, let alone in wartime. In fact, we have not seen another ’Nash on the road for well over a year. The only occasion on which we used to be sure of seeing one was in the car parks at Shelsley Walsh or Donington. Concerning Mr. Woods’ comparison of the performance of his present o.h.v. engine with that of the s.v. Anzani fitted to his previous ’Nash, we have heard exactly the same from other owners, so think that it can be safely taken as true. In any case, we have decided it must be correct; as your contributor “V.{VIENNA}” will no doubt remember, our particular model is fitted with an s.v. Anzani. M.{Mr Moon / Mr Moore} M.{Mr Moon / Mr Moore} USHER, BRIAN MORGAN. Erdington, Birmingham. “VINTAGE” AND MODERN High Performance Need Not Involve Discomfort [49881.]—As a very satisfied owner of an early 3½-litre Bentley, I have read with interest the correspondence relating to “vintage” 3-litre Bentley cars. From the racing point of view it would be interesting to know if any of these veterans had a record in their day comparable to that of the modern Bentley chassis B.35/AE, owned and run by E.{Mr Elliott - Chief Engineer} R.{Sir Henry Royce} Hall in the T.T. races of 1934, ’35 and ’36. On each occasion this car did the fastest time of the day, and in the last two years it averaged over 80 m.p.h.—a record for any car, supercharged or unsupercharged. As a single-handed private entry, competing against teams of cars in the same class, it appears to me as a fine example of reliability and performance. Some motorists, principally the youthful ones, feel that unless a car affords discomfort, requires great skill to handle, and is covered with gadgets, it is not a “real man’s car.” A long run at the wheel of a “vintage” machine may be more exciting than a similar run in a modern car, but, personally, I prefer smoothness of engine and chassis, ease of control, and the knowledge that I shall reach my destination in better time and with less fatigue. My own 1934 3½-litre Bentley has done nearly 80,000 miles without rebore; 40,000 miles have been covered in the last eighteen months on service of national importance, and in consequence it has had hard running and little attention. Nevertheless, it remains a pleasure to drive and a worthy forerunner to my next car—a 4¼-litre Bentley. T. C. WORTH. Market Harborough. Correspondence “THESE CARS MADE HISTORY” The Phantom I and II Rolls-Royce [49882.]—You referred in your interesting article in the November 22nd issue, under this heading, to “the Phantom II with its overhead valves.” So had the Phantom I, and not only overhead valves but an aluminium head with inset valve seats. Mine has been laid up since the war, but on peacetime petrol, no matter what mistakes were made, it was impossible to obtain any detonation sound from the engine. The big Rolls-Royce makes an ideal open car. Mine is the so-called phaeton type, and when the hood is down it is completely concealed and gives a wonderfully clear view, being ideal for admiring the scenery. What a contrast to the drop-head coupé, where “stacks of stuff” often obscure the rear view! GREEN INK. London, S.W.1. IT MIGHT HAVE BEEN WORSE! The Sequel to a Lift [49883.]—At the present time almost every motorist has the opportunity of giving lifts to members of H.M. Forces and the public generally. My experience during a recent week-end run to town from the East coast is one that might have been avoided by the exercise of a little thought on the part of my newly acquired passenger, who in order to dispose of his cigarette end opened the door of my small convertible saloon when it was travelling at a steady 40 m.p.h., resulting in a broadside skid and the fracture of both door hinges. Had road traffic been normal this experience would doubtless not have been recounted by S. W. NOBBS. Norwich. [While sympathising with our correspondent in his experiences, in general it is noticeable how careful are strangers to whom lifts are given not to cause even trivial damage.—ED.{J. L. Edwards}] THE ULSTER T.T. Recollections of the Last Race Held on the Ards Circuit [49884.]—Your article under the “Twice Told Tales” heading” in the November 15th issue, on the last Tourist Trophy Race held in Ulster was of great interest. The object of these races has always been to improve the breed of the high-performance touring car, and the Ards Circuit was ideal for the purpose, being, in the opinion of many, the best road course ever utilised for a race. I had the good fortune to be there in 1934 and 1935, and in 1936 we were all looking forward to something exceptional, since there were no fewer than eleven entries in the over-3,000 c.c. class, and five of these, Delahayes, had wheelbases of only 8ft. 9in. as opposed to about 10ft. 6in. for the Bentleys’ and Lagondas. However, the weather took a hand, and on the morning of the race, having seen the streaming rain, the bookies made Freddie Dixon firm favourite. They were right. The storm for the first two hours slowed up the big cars, and they never recovered from this. One could not help feeling sorry for Eddie Hall. Driving single-handed, non-stop, through the bad weather, he gave a superb exhibition of reliability and speed, and for the third time in succession just failed to hold the winner. Let us hope that after the war the classic T.T. race may once again be held on the road, even though it may never be possible to use the magnificent Ards Circuit again. ROLYAT. Knutsford, Cheshire. 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... ... 2/3 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 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, S.E.1. A 21 | ||