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).
Article from 'The Autocar' magazine featuring a discussion on the 3-litre Bentley, a Cambridge club dinner, and American racing news.
| Identifier | ExFiles\Box 160\5\ scan0052 | |
| Date | 6th December 1940 | |
| December 6th, 1940. The Autocar 585 and overhauling. If American dirt track racing adopts a maximum of 205 cu. in. in 1941, national championship racing will very probably go to approximately the same limit in 1942. * * * The questionnaire circulated by the A.A.A. runs up to twenty questions, mostly calling for a Yes or No answer, and includes such items as “Do you favour prohibiting ‘knob-tread’ and similar tyres on dirt tracks?” and “Does your car’s engine need overhauling or rebuilding this winter?” * * * The Cambridge Dinner AS was expected, the Cambridge Club’s dinner last Saturday was an extremely good party. Michael May was in the chair; George Monkhouse brought along some of his films, including the 1938 Donington G.P.; and “among those present” as guests and veteran members were Reggie Tongue, Anthony Heal, Cecil Clutton, A. {Mr Adams} B. Hyde, and R. {Sir Henry Royce} P. R. {Sir Henry Royce} Habershon, who drove Hyde’s 3-litre Maserati with great effect at the last Inter-'Varsity speed trials. Apart from certain more normal speeches, Reggie Tongue gave one of his inimitable “talks,” but none of the speeches could be called formal, if, indeed, even coming into the category of the printable, as is the way of these particular occasions! If at all possible, there is to be another C.U.A.C. dinner next term, probably early in March. "TALKING OF SPORTS CARS" And Now the “3-litre” The Old-type Bentley Takes Its Rightful Place Among the Vintage Machines THERE would be something sadly lacking if this series—which, it is pleasant to be able to say, has built itself up in the past six months or so largely through the enthusiasm of keen sports car owners themselves—should not feature the apparently immortal 3-litre Bentley. Great has been the interest displayed in this car in recent Correspondence letters, which brought to light many examples of this wonderful machine that are still in commission. Although, no doubt, not every 3-litre owner took part in this discussion of the car’s pros and cons—all the owners seem to find only pros, in spite of the machines’ sixteen or seventeen years or so—it was surprising to have definite evidence of so many still in useful existence. “Red Labels” and “Blue Labels” were one of the subjects, and the significance of the markings was established for the benefit of those who may have been in doubt. Now Mr. M. {Mr Moon / Mr Moore} Gordon, writing from Staines, says that he feels he would be “out of it” if he did not send a photograph, and some details for which I asked him, of his own 1925 short-chassis “Red Label.” All these owners are of the same mind regarding their machines. There is no other car quite like the 3-litre, I should say, in the way it “gets” owners, and this fact is a tremendous tribute to the original design, and, of course, the materials and workmanship, of a car that was first produced nearly twenty years ago. It is hardly possible to think of any modern machine that will hold a similar position when as many years have passed. Possibly, though, there will be surprises in this connection, as contemporary judgment is not always a sound guide, and ideals alter. One cannot help feeling that the “battleship” cars of the past—the Bentley, 30-98,” Frazer Nash, and several of the Continental machines, such as the Lambda, O.M., Schneider, and others—are not exactly matched in modern times, great though the improvement has genuinely been in some ways. Incidentally, while recalling other sports cars that have long been out of production, I wonder if there are still any H.E.s to be found. That was a machine of the true breed, but it is a long while since I saw one. As another point, coming back to the old-type Bentley, it seems that there is not the same following for the “4½” as for the 3-litre. Perhaps this contrast, if my view is correct, is due almost entirely to its higher costs, in tax and so forth. 4½-litre owners forward in defence! All this came from getting off the immediate subject of a particular 3-litre. Mr. Gordon fears that he cannot claim to be a “true Bentley man,” as he bought his car in perfect condition from a well-known dealer after it had been thoroughly overhauled, and did not discover it in a “junk yard” in the romantic style of certain enthusiasts who have recently written to The Autocar. All the same, and naturally belonging to the younger generation of motorists, he fully appreciates this grand old car, and would not think of selling his for all the money in the world.. He has been its proud possessor for well over a year and, apart from a cracked flange on the inlet manifold, which he had to have welded, it has not cost sixpence in repairs. This is all the more striking in light of the fact that he did an extensive tour in Norway prior to the war; and he says that anyone who has been there will agree that the roads are hardly suited to sports cars with hard springing. As regards data, this car has a 1926 engine, a “D” type close-ratio gear box and a four-seater Vanden Plas sports body. The previous owner appeared to have kept the bodywork in extremely good condition—another typical trait of these Bentley owners—and to have spent a considerable amount on fittings. 19 M.P.G. in Arduous Conditions Performance has not worried him much, and he feels that the tour in Norway formed an extremely good test of the best qualities of the car. Throughout the trip, in spite of a great deal of second and third gear work, the fuel consumption never fell below 19 m.p.g., a form of benzole being used. Under normal conditions on long runs he has easily obtained 22 m.p.g. The actual performance he modestly imagines must be fairly standard. By a speedometer described as not necessarily accurate, he can obtain 40 m.p.h. on second, 65 on third, and approximately 80 m.p.h. on top without undue signs of stress. On the other hand, with the ignition retarded, the engine will pull smoothly at 12 m.p.h. on top gear without any knocking. The instruments appear to be standard, but no rev counter is fitted, nor does there seem to be any provision for one; this strikes me, as it does Mr. Gordon, as rather unusual, for it appears that most 3-litres possess this instrument. An interesting item of the equipment is a very well arranged double hood. Altogether, it looks an extremely pleasing specimen. “V. {VIENNA} ” [Image of a 1925 Bentley, license plate RM {William Robotham - Chief Engineer} 1728] The 1925 3-litre Bentley owned by Mr. Gordon, which looks in excellent condition. It is referred to on this page. | ||