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 Autocar' magazine discussing various motoring topics.
| Identifier | ExFiles\Box 149\3\ scan0061 | |
| Date | 5th May 1939 | |
| 1263 768 The Autocar May 5th, 1939. Correspondence TWO-STROKES A Type That Should be Developed [48805.]—If Trojan and D.K.W. can demonstrate successful two-stroke-engined cars, surely other British manufacturers could market a valveless power unit with all the advantages of a four-cycle engine? Up to the present, two-stroke engines seem to be confined to low-capacity motor cycles, but this does not mean that bigger and better two-strokes cannot be built. There are many large-car manufacturers in England who could produce a two-stroke without a considerable amount of expense. The two-stroke has many advantages over the four-cycle engine It is light, no valves or valve gears, runs at very low speeds and can very easily be built. America is beginning to build them; why not England? A.{Mr Adams} A.{Mr Adams} ELVERY. Queensland, Australia. LARGER GARAGES Purchasers Would Not Appreciate Them [48806.]—I was interested, not to say amused, to read of Mr. Lord's proposal to initiate a drive for larger garages for medium priced private houses. In the first place, the increased size would not be appreciated by the prospective purchaser. I know of builders who really try to put up a decent property for, say £900 and are left with them on their hands because a competitor across the road has slapped up a job and is charging £895 complete with a trumpery tin gadget in the kitchen which "sells" the place to the purchaser—namely, the woman! It is surprising that people who intend spending £20 on a car will go to endless trouble to find out its history and expectation of life, but will buy a house for £1,000 without the slightest thought of whether they are making a good deal or not. No, Mr. Lord, let me answer you quite definitely, a larger garage would not be appreciated by prospective house purchasers. Of course, if the motor trade wishes to subsidise the builders that is another matter, but I can scarcely see this coming off. A.{Mr Adams} E.{Mr Elliott - Chief Engineer} ROSE. Barnet. SUSPENSION Nothing is Good Enough That Can be Improved [48807.]—Mr. Batten still appears to be extremely vague in his views on suspension. After his persistent queries as to the specific theoretical advantages of I.F.S., I ask him a few definite questions about the theoretical faults of his rigid axle, and he replies: "It does not seem to matter very much." Not very enlightening! He goes on to say: "With a transverse spring, nothing is easier than to control the action of the hanging shackles so that they cannot affect stability, etc." This is quite true as far as it goes, but since the most simple method of accomplishing this object is to use the axles as radius rods, thus providing independent suspension, and eliminating the other already mentioned disadvantages of the old system, why go out of the way to retain the rigid beam, with its glaring faults, which, in spite of Mr. Batten's airy disregard, are obviously undesirable? I cannot let him get away with his last paragraph. From a manufacturer's point of view a system such as the L.M.B. can be incorporated in a design as cheaply as most rigid axles, and I can give him abundant proof of the low maintenance cost. It is no unusual thing in my experience for a car converted to I.F.S from rigid axle to run 50,000 miles without attention or replacement, and I find wear on steering pins, wheel bearings and tyres considerably reduced under equivalent driving conditions. Mr. Batten thinks that the rigid axle is good enough. I think that nothing is good enough that can’t be made better. With the increasing dangers of road travel there is no excuse for not making fullest use of the greatly increased margin of safety and control made available by properly designed I.F.S. It is as great a step forward as were front wheel brakes. Thornton Heath. L. M.{Mr Moon / Mr Moore} B. RESERVE TAPS Getting Home on "Gravity" [48808.]—“The Scribe” is right about reserve petrol taps. I become quite a jitterbug as soon as the petrol gauge shows "¼ full." Surely a reserve supply of petrol is of more use than permanent jacks? Fox and Nicholl, of Tolworth, have just done a very neat job on my Morris 10 Series M.{Mr Moon / Mr Moore} An old Autovac tank, tap and pipe were installed in the "vacant plot" opposite the battery; the tank, on its side with the tap at the bottom, is held to the engine partition by metal straps. The original copper pipe connects with a T joint to the rear end of the “Petroflex.” When the tap is turned on, the tank can be filled from the main tank by the Petrolift, and, in case this “resigns,” a petrol-can orifice and cap have been fitted to the top of the vacuum tank. As this has only just been fitted I have not had an opportunity to try it, but when, with my confidence restored, I run out of petrol, by disconnecting the electric lead to the Petrolift and covering the terminal to prevent shorts, I hope to be able to get 15 to 20 miles on the gravity feed. In the event of a Petrolift failure I should be able to get home in 15-mile hops, filling the old Autovac from the petrol station pumps. East Molesey. J.{Mr Johnson W.M.} E.{Mr Elliott - Chief Engineer} CAMPION. ROAD CONDITIONS Motoring Organisations Should Take Action [48809.]—I was interested in letter [48762], but I really think that the chaotic road system is mainly due to our dormant associations, whose main object in life (in return for a stiff fee) seems to be saluting, giving road routes which anyone can find on a map, and organising car parks. Compare these with the cyclists’ associations, which, if a rear light is even whispered, send numerous letters to the Press, and deputations to Parliament, and will not stand any interference or control at any price. They are alive and energetic, and do all they possibly can for their members. If we could only enrol leaders on our side like those of the cyclists' associations, we should soon have roads that would suit modern traffic and save many thousands of lives per year. Birmingham, 20. JAGUAR. THE GRAND CAÑON An Error Pointed Out [48810.]—In the small paragraph accompanying your picture of the "Grand Cañon" you have made the common error of calling it the Grand Cañon in Colorado. The Grand Cañon is in Arizona. Its name is either the Grand Cañon of the Colorado, or the Grand Cañon of Arizona. Rottingdean, Sussex. R.{Sir Henry Royce} J.{Mr Johnson W.M.} NEVILLE. BOOKS for MOTORISTS Issued in conjunction with "THE AUTOCAR" Net Price. By Post. The Autocar Guide for the "L" Driver ... 1/- 1/2 The Motor Vehicle ... 10/6 11/- Know Your Car ... 1/6 1/8 The Autocar Handbook ... 2/6 2/10 Motor Driving Made Easy ... 2/6 2/9 More Sketches by Casque' ... 2/- 2/3 Automobile Electrical Equipment ... 10/6 11/- Net Price. By Post. The Autocar Register ... 3/- 3/4 By P. M.{Mr Moon / Mr Moore} Heldt, U.S.A.: High Speed Combustion Engines ... 35/- 35/6 Motor Vehicles and Tractors ... 15/- 15/6 Fuels and Carburettors ... 15/- 15/6 High Speed Diesel Engines ... 22/6 23/- 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. C 20 | ||