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 'The Motor' magazine featuring articles on car technology, the Tour de France, new lamps, and a reader's anecdote.
| Identifier | ExFiles\Box 2\6\ B002_X 140 141 157-page172 | |
| Date | 12th February 1912 | |
| 12th February, 1912. 55 The Motor NEWS FROM PARIS.—Contd. well, because it transmits low efforts at frequent intervals, notwithstanding that its teeth work one by one, and not two or even three together, as in the case of larger driving pinions obtaining their power from a big, low-speed motor. “It will be asked, ‘Why change it, then?’ For the reason that the small bevel pinion has not only to support the efforts due to the power of the motor, but has also to withstand directly all road shocks, and particularly all braking efforts. Under these conditions it has some really hard work to do, and it is only a proof of its robustness that it does not break more often. I believe that by replacing this small, hard-working little pinion, which only works by points, by a big-surfaced, well-made worm—it is true that it is not easy to make—it for the good of all motorists. I have applied this system to my new 16 h.p. four-cylinder models, of 87 mm. by 110 mm. bore and stroke, after having tested it for several months on all kinds of roads with a car weighing 18 cwt. empty, and driven by a motor developing 18 h.p. to 20 h.p. As the result of those tests, I am convinced that with a correctly-cut worm the only difficulty has been with the ball-thrust bearings. This difficulty has been overcome. As the result of experiments now being undertaken with larger models, I shall decide whether the use of the worm can be advantageously applied to heavier and more powerful cars.” To this testimonial in favour of worm drive might be added the information that the Brasier factory is not the only one in France having closely studied this question. In addition to Darracq and Gregoire, where worm drive is employed on a few of the models, four or five other firms might be mentioned as having made preparations for producing touring cars with worm drive. Others are still in the experimental stage, but it is quite safe to predict that when the show season comes round again, there will be but a few cars of French construction with worm instead of level gears. The Tour de France. Instead of a competition, the Tour de France would be more correctly described as a travelling motor show. The cars entered, which must be standard models catalogued at not more than £160 for chassis without tyres, have to cover a total distance of about 2500 miles at an average speed of 19 miles an hour. For a modern car this is not a severe test, and, indeed, the interest of the tour lies in the fact that the competitors will be taken through a score of the largest towns in France, and will have every opportunity of showing and demonstrating their productions to the inhabitants. If orders do not roll in as the result of this journey round France, everybody will be disappointed. Entries for the tour have just closed, with 40 cars on the list, 38 of these being in the car class, and two in the voiturette section. A voiturette is defined as a motor vehicle costing not more than £160 fully equipped with tyres. These small cars will cover the same distance as the larger ones, but will be asked to maintain an average speed of 18½ miles instead of 19 miles an hour. The firms entered for the tour are Ford, Barre, D.F.P., Alcyon, Gregoire, La{L. A. Archer} Licorne, Benz, Pilain, Schneider, each with three cars; Delage, Reo, Simplex, C.I.D., Stimula, and Crespelle with two cars each; and the following firms with one car each: Hurtu, Hupmobile, F.L., Majola, D.S.P.L., Lesther, Turicum, Bazelaire, Optima, Bugatti, Scar, and Moller and Magnet. The comittee are Rostein, Luxior, Violette, Fosette, Sphinx, Bedelia (two), C.L.C., Phanomobile, and Obus. There are no English firms in the competition, but the list comprises three American firms. The C.I.D. cars are valveless models, two being four-cylinder models in the car section and the third a single-cylinder in the voiturette division. Starting from Paris on Friday, 1st March, the travelling salon will move on to Nancy, 190 miles away, then successively visit Besancon, Lyons, Grenoble, Nice, Marseilles, Montpellier, Toulouse, Bordeaux, Nantes, Le Mans, Rouen, Lille, Rheims, returning to Paris on 20th March, after having covered a total distance of exactly 2463 miles. New Seabrook Lamps. The lamps illustrated are included in the “Superb” set supplied by Seabrook Bros., 57, Great Eastern Street, London, E.C. This set consists of two Motor headlights, two side lights, one tail lamp, and one acetylene generator with shaking grid, the complete set costing the very moderate sum of £9 19s. 6d. These lamps have a number of distinctive features; for example, all riveting is done from the inside, and the outside is thus left quite smooth for cleaning. The side lamps are wind proof, and have a safety catch to the oil base. With regard to the headlights, Messrs. Seabrook guarantee that they will give a longer beam than any other acetylene lamp of the same-sized mirror. This is a special deep concave short focus design. A higher-priced set named the King comprises two No. 77 Scout head lamps, two side lamps of handsome square design, one tail lamp, and one shaking grate generator. The excellent illustrated catalogue of the firm’s specialities gives full details of these lamps. This can be had on application to the address given. New Seabrook Lamps. “Motor Humour”; Another Instance. R.S. writes as follows:— It was with great pleasure I read your recent article on motor humour. Perhaps your readers would like to hear the following experience of the early days of my motoring in Italy. A friend and myself were on a belt-driven car, coasting merrily downhill, and after crossing a stream, we had to climb the other side of the valley. The engine was running exceptionally well, my friend engaged a gear, but the car kept slowing down until it came to a stop. The engine was running, and so, after inspection, we found we had lost the belt. I had the pleasure of walking up the hill in scorching sunshine, and was inclined to curse motorcars and all these little mishaps, when I came across a carman perched on top of one of those big two-wheeled wagons, only too well known on the Italian roads. He was quite scared, and as soon as he saw me, he shouted: ‘For goodness sake, Signor, do not go any further if you value your life. There is a little further on, a huge serpent in the middle of the road, who made a dash for my mule and myself, and it is a wonder we are still alive.’ And he went on thinking the ‘Madonna’ and all the Saints according to the Italian custom. “He could not, however, understand why I burst out laughing, and his surprise was even greater when he saw me a few minutes after carrying the ‘serpent’ on my arm.” B3 | ||