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 of reader correspondence from 'The Autocar' magazine discussing the performance of various sports cars.
| Identifier | ExFiles\Box 160\5\ scan0346 | |
| Date | 3rd October 1941 | |
| Bentley Publicity The Autocar October 3rd, 1941 1378 795 Correspondence ...the batteries up to concert pitch); secondly, it is time something better than chromium plating was put on a car costing such a high price. What is the matter with using a first-rate stainless steel? It would get rid of the rusting nuisance, which is generally caused by the great amount of salt now used in winter to dissolve the snow. I should like to add that I have no interest at all in motor trading. OWNER-DRIVER. York. Mr. Brookes says also that “After all, M.G.s have won a race or two.” I agree, and feel that no Aprilia owner would suggest for one moment that the performance of his car would equal that of a J.4 or R type Midget, or a K.3 Magnette; but if he is referring to an ordinary touring model such as the T or N type, I honestly believe that the average Aprilia will show it a clean pair of heels, and, furthermore, am prepared to bet a level penny that my own car would put it across that much-discussed “Wonder Machine” owned by Mr. Thursby-Pelham. A.{Mr Adams} C. JOHNSON (Capt.). Home Forces. “TALKING OF SPORTS CARS” Third Gear Maximum of a 1½-litre Aston Martin [50391.]—The latest of your series “Talking of Sports Cars” (September 26th) is gratifying indeed, but I feel compelled, in fairness to others who have perhaps received more than their share of derision, to point out that 85 m.p.h. on third on a 1½-litre Mark II Aston Martin with 4.66 to 1 rear axle represents 6,150 r.p.m.! Perhaps this appeal is intended for top gear—anyway, I felt bound to write to you on the subject. Other figures given by the car’s owner seem accurate. R.{Sir Henry Royce} G.{Mr Griffiths - Chief Accountant / Mr Gnapp} SUTHERLAND, Aston Martin, Ltd. Further Comparison of British and Italian Types [50392.]—In reply to Mr. Francis Brookes [50354], I would refer him to Mr. C. A.{Mr Adams} L. Meredith’s letter [50282]. After he bought a new N-type Magnette, and with careful running-in, this correspondent could get a maximum of only 80, with which he was dissatisfied. After some apparently super-tuning by M.G.’s, 84 m.p.h. seemed to be the genuine maximum on a level road. Compare this with the 81.8 m.p.h. of the Lancia Aprilia in absolutely standard form. Against this slight superiority in utter maximum (after works tuning), how about comparing the road-holding of the Aprilia with that of the Magnette? Surely Mr. Francis Brookes does not think that the rather harsh half-elliptic springing of the Magnette is in the same street as the four-wheel independent springing of the Aprilia. The fact that M.G.s “have won a race or two”, is totally beside the point as we are talking of sports cars, not racing cars, and anyway M.G.’s have not incorporated in their production cars two things which they learnt in racing, namely, streamlining and high power-to-weight ratio, which are first essentials for performance. I would point out that in the 1938 Monte Carlo Rally Lancia Aprilias gained the first four places in the under-1½-litre class. Although these cars were no doubt slightly tuned for the job, I do not think I should be far wrong in saying that their maximum was nearer 90 than 80. Another important point: would the maximum bore wear on a Magnette be less than 1 thou. for 10,000 miles, which is the wear in an Aprilia, from personal experience? H.{Arthur M. Hanbury - Head Complaints} MANNING. R.A.F. Lancia Aprilia Performance and Qualities [50393.]—As the owner of a current series Lancia Aprilia and the last owner of both a T type M.G. Midget and an N type Magnette, perhaps my experience of the performances obtained from these three cars may prove of interest. Both M.G.s provided a timed maximum speed of almost exactly 80 m.p.h., and the best acceleration figures (those of the T type) were 0-50 m.p.h. in 15⅔ sec. My first ride in the Aprilia, however, gave me an unexpected thrill, as I had never before experienced so outstanding a performance from a car of such low horse-power. Acceleration figures of 0-50 m.p.h. in 13 sec., together with a timed maximum of 83 m.p.h., and a petrol consumption of at least 30 m.p.g., driven hard, and, in addition, independent suspension, a small turning circle, and exceptional road-holding and braking, give a combination not as yet equalled by a British car. Mr. Francis Brookes [50354] asks whether Mr. H.{Arthur M. Hanbury - Head Complaints} Manning [50329] really believes that an Aprilia could show a Magnette “real” performance. May I answer for him? If Mr. Brookes cares to add to “real performance” the words “together with economy, flexibility and durability, particularly with regard to cylinder life,” the answer is undoubtedly in the affirmative. B 15 LIGHTING REMINDERS HEAD LAMPS, two masked lamps now permitted; optional, but strongly recommended. SIDE LAMPS, as before—to be clearly visible at 30 yards and invisible at 300 yards. REAR LAMPS, now to be dimmed only by a single thickness of tissue paper—no restriction on aperture. Allard V12 and 4¼-litre Bentley Performances : Starting Handle and Engine in Opposite Directions! [50394.]—It was not my intention to stamp the Allard V12 a sprint car *solely* when, in point of fact, taking into account its remarkable “trials” record, I consider it among the most versatile of sports cars. My 4¼-litre Bentley’s success at the last Brighton Speed Trials was a surprise to me, but power high up, as Mr. K.{Mr Kilner} Hutchison [50355] puts it, supplemented, I would add, by that admirable piece of mechanism the Bentley D-type (or A-type) gear box did the trick, I suppose. Nevertheless, I agree with Mr. Hutchison that the Allard would always beat the Bentley at all the other venues mentioned, Shelsley thrown in, with the possible exception of Lewes where the Bentley has returned 24.04 sec. (by Bachelier apparatus). So dissimilar are these two cars, however, that nothing is to be gained by pressing home comparisons. On congested British roads the Allard could have had few rivals, whilst on long, traffic-free Continental roads the Bentley (still the 4¼-litre!) might be driven all day at “90,” finishing up on the top of its form. Here is an occurrence which strikes me as remarkable. Handstarting this self-same Bentley from cold only this very morning (not from choice, with its high compression and the necessity for considerable ignition advance!) each pull-up was productive of a vicious back-fire, which, wrenching the heavy starting handle from my grasp, spun it anti-clockwise in a manner which boded ill for any portion of my anatomy unlucky enough to have contacted. A last despairing effort—born of anger rather than hope—produced precisely similar symptoms, yet, lo, the engine started and continued to run happily—in fact, for several seconds I was confronted with the phenomenon of the starting handle rotating in one direction and the engine rotating in the other. “Elementary, my dear Watson,” perhaps, but beyond my ken; nor in upwards of twenty years’ hand-starting all kinds of cars in the old days did I ever experience the like. F.{Mr Friese} LYCETT. London, S.W 5. Schools of Thought [50395.]—Although I have been a reader of *The Autocar* for about ten years, I have never previously appeared in “Correspondence.” Since the war began I have been practically obliged to give up motoring, chiefly through living in a defence area only twenty miles from the enemy. I have, therefore, been very interested indeed in the Correspondence columns. Your correspondents appear to have divided themselves into four groups:— (1) Those who like Mr. Lycett’s Bentley. (2) Those who don’t. (3) Those who believe that an M.G. T model will do 90 m.p.h. (4) Those who don’t. Well, I should like to appeal to readers not to try to persuade Mr. Thursby-Pelham that his T M.G. will not do 90 m.p.h., because they never will. I have met people who had Raleigh three-wheelers capable of 75 m.p.h., Rover Tens that would “do” 90, and Standard Tens that would definitely put eighty miles into an hour. They omitted to say whether they obtained these phenomenal results by cleaning the wheels, removing the radiator mascot, or putting in extra cylinders! In no case can I remember being able to convince these people that they were wrong, whatever argument I used. Let us leave these optimists to themselves. Surely it is hardly necessary to go to the trouble of proving them wrong! T. C. S. NEAL. Folkestone, Kent. | ||