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 Motor' magazine, featuring letters to the editor.
| Identifier | ExFiles\Box 160\5\ scan0167 | |
| Date | 18th December 1940 | |
| December 18, 1940. 445 1378 The Motor CORRESPONDENCE Letters intended for publication must be written on one side of the paper only and should be as short as possible. They may be signed with a nom de plume, except names of cars and proprietary articles; the name and address of the sender must be enclosed as a guarantee of good faith. No responsibility is taken for views expressed by the writer. Address: "The Motor," Bowling Green Lane, London, E.C.1. A Morris Ten in front of the ancient timbered buildings of Chilham, claimed to be the prettiest village in Kent. Incidentally, it is not in the protected area and can, therefore, be visited without formality. Motorist-cum-Cyclist I AM a motorist who, by force of circumstances and the war has turned cyclist. I realize now that some of my peace-time criticisms of cyclists were, perhaps, unjustified. I cannot keep to the side of the road (although I would willingly do so for my own safety) because I find the condition of the surface is so often bad that it gives me a most uncomfortable ride. I sometimes have to keep three or four ft.—or more—from the kerb to dodge potholes and step-like ridges in the camber. As a cyclist, may I say, too, that I am more than ever in favour of rear lights for cyclists. I don't think one is enough. I feel inclined, sometimes, to have half a dozen. SEP. NEWMAN. Cambridge. In Favour of Steam MAY I join "External Combustion" (The Motor, November 20) in requesting more publicity on the possibilities of a steam car? Quite apart from war-time fuel imports, it has so many advantages over the petrol engine in many spheres that I am at a loss to understand why it has not exceeded the popularity of the latter. Weight and power compare favourably with a similar petrol car, while the absolute smoothness at low speeds and during acceleration have to be experienced to be believed. The modern machine will start from cold in 30 secs. Fuels range from petrol to coke. Other than the first, all provide cheaper running costs; that of coke being, I believe, about one-tenth that of a petrol-engined car. I have heard it said, but have been unable to verify the statement, that steam cars were originally banned from competitions because of their superiority over their petrol equivalents. GRAHAM C. DIX. Bristol. Lycett's Bentley and the Modern Type Compared IN these times it is refreshing to read articles such as that describing Forest-Lycett's Bentley (The Motor, October 30). The article makes me wonder how this remarkable vehicle would compare with one of the modern Bentleys having an engine with half the displacement of the 8-litre, assuming that it was fitted with the same type of body. Unfortunately, Mr. Lycett has never entered his car in either of the two classic road races for sports vehicles, i.e., the Tourist Trophy or Le Mans. The performance of its contemporaries, however, with superchargers, which ran in 1928, 1929 and 1930 on the Ards Circuit, seem to indicate that these big cars are, relatively speaking, slow over a road circuit, as Hall's 3½-litre Bentley in 1935 averaged 80.3 m.p.h. for the race, against 69 m.p.h., the best speed, so far as I can ascertain, ever put up over this course by a 4½-litre supercharged Bentley. Presumably, had the 8-litre been as fast over the course as the 4½-litre supercharged model, it would have been entered by the manufacturers. The only direct comparison between Hall's and Lycett's Bentleys which I am able to find is at Shelsley, where so far as I can ascertain, the best time put up by Lycett's Bentley was 50.44 seconds, whereas Hall succeeded in doing the climb in 46.4 seconds. These figures seem somewhat inexplicable in view of the disparity of the power-weight ratio between the two vehicles. JOHN P. BENNETT. Bowdon, Cheshire. [Our correspondent raises some interesting points. Lycett's best climb at Shelsley was 44.08 secs., as recorded in the article mentioned.—ED.{J. L. Edwards}] The I.A.E. and Registered Engineers I HAVE read with interest the leading article in your issue dated November 27 under the title of "Registered Engineers," and particularly the statement that this Institution should be accorded the same status as is possessed by the Societies governing the practice of doctors, dentists, etc. The desirability of such recognition cannot be questioned; unfortunately, however, efforts made in the past by engineering bodies to secure professional recognition on these lines have met with no success and it has to be admitted that there are very substantial difficulties still existing in the way. I would like to point out that Corporate members of this Institution, by virtue of the Royal Charter conferred upon it, are granted the privilege of styling themselves "Chartered Automobile Engineers," which, in itself, does constitute a qualification distinguishing them from the numerous unqualified practitioners in the same field. This privilege is shared by the members of other engineering bodies, such as the Institution of Civil Engineers, The Institution of Mechanical Engineers, which possess Royal Charters. Until a full measure of recognition, such as that outlined in your article, is accorded it is very desirable in the interests of the profession which they represent, that Corporate members of the Chartered Engineering bodies should make use of this means of denoting their professional status. E.{Mr Elliott - Chief Engineer} B. HAGGERTY, for Secretary, Institution of Automobile Engineers. London, S.W.1. A29 | ||