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 'Motor Sport' magazine, featuring a continuing article on 'Scuderia Chemvamo' and an advertisement for worm-drive clips.
| Identifier | ExFiles\Box 160\5\ scan0351 | |
| Date | 1st August 1941 | |
| AUGUST, 1941 397 MOTOR SPORT SCUDERIA CHEMVAMO—continued was taken down it was found that the crankshaft had fractured at the central throw; why it did not come to bits we would never know. It must actually have been swinging in the centre when revolving. Peter Bell, besides being, with his father, an enthusiastic owner of an M Type M.G. Midget (which, by the way, has covered 120,000 miles without re-boring), also had developed a passion for model cars. He has built, with the aid of Ralph Cooper and his younger brother, a magnificent downhill model track about 160 ft. long. It is constructed of concrete and contains two high bankings reminiscent of the Avus track in miniature. One section of the track went under the lawn by inter-connected piping. When model racing was first started there we ran the Meccano model Mercedes, then independent suspension was experimented with on rear wheels only. After about six months racing there, all the cars had independent suspension. This was well worth the time it took to modify the Meccano and fit them with suspension, as the speeds and track-holding qualities improved 50 per cent. As many as eight cars would start and finish a race. They were travelling so fast that on entering the tunnel section they would run right round the pipe, hanging upside down for a second. It was really a most fascinating thing to see those cars overtaking and climbing right up the banking, etc., within an inch or two of the top. A new member joined us in the summer of 1938, his car being a Morgan “44,” far removed from our old Morgan of our motor-cycle days, and yet it retained roughly the original front suspension. Jack considered, or at least the rest of the gang did, that the Morgan was a little too quiet, so again Badger's shop was the scene of destruction, and a new silencer and pipe gave the Morgan a super note. I should point out that the police quite intimately got to know the owner of the latter. There was another episode with the Morgan which was rather funny. Jack came home through the club area in the dark, when a black T Type M.G. passed him, so he gave chase and on passing gave the old “thumb” signal. He never managed to repass so put a lit-up notice on the back: “Stop, Police,” so the old motto: “Be suspicious of black M.G.’s” pays—anyhow. On one day full of life! a TA Type M.G. from Bridlington in part exchange for the “Nippy” Austin. So a run was arranged, in which all the Scuderia joined. The Morgan, Magna, Singer and “J.2” running in line ahead made a glorious sight and sound. The afternoon in Bridlington was spent dicing in those two-stroke motor boats on quite a large lake. It certainly was super to baulk on a corner without the fact that the engines were governed. We left Bridlington in the evening with five cars in line ahead, our ranks having been augmented by Cliffe in his “T.” It rained all the return 80 odd miles, but we takes more than rain, or even war, to cool down our joy of having a drive together. That evening we all forgathered at Badger's palatial hall and partook of supper, talking motor cars and racing till the small hours. About a month after this we—that is nearly all the Scuderia except Cooper, Jack and Peter Bell—were called up to do our month's training in the “Terriers” with the Royal Signals. Devine, Lister, Palmer, Badger and myself became, as would be expected, drivers. Great plans were made to spend holidays together with the cars when the month was over, but Fate decided otherwise, and on the Sunday when we should have finished our training war broke out. Thus we stay still together driving Morris Eights, Commers, Bedfords and Morris Commercials. When on leave the work still goes on. Devine has now an Alta head on his Austin, which is practically complete and looks very patent. I now have a 1936 M.G. Magnette in lovely condition; it has never run on anything but puddle, so I don't know how fast it will motor. Hugh Palmer put my ‘J.2’ body on his Magna chassis, which has been practically rebuilt. I still retain the ‘J.2’ chassis in the hope that some day it will motor in a speed trial. Lister still has his “T” on the road; having now a deep note exhaust system, this M.G. runs beautifully on Pool. Apparently some motors will! Cooper is working on parts of Rolls Royce engines, Peter Bell is a gunner in the north of Scotland and Jack has some important local post. On the whole Scuderia Chemvamo has so far weathered the storm very well, all just living for the day when the sound, sight and roar of racing cars will again be appreciated. May we wish you “all the best.” Do keep up the good work. Your MOTOR SPORT is read from cover to cover in this unit. 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