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Dewar Trophy
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Dewar Trophy
The Dewar Trophy is a cup donated in the early years of the twentieth century by Sir Thomas R. Dewar, MP, to be awarded each year by the Royal Automobile Club (RAC) of the United Kingdom "to the motor car which should successfully complete the most meritorious performance or test furthering the interests and advancement of the automobile industry".
The Dewar Trophy Technical Committee, who are responsible for the awarding of the trophy also award the Simms Medal at the same time as the Dewar Trophy. The Simms medal is awarded "for ‘An Outstanding Contribution to Motoring Innovation’. The Royal Automobile Club Simms Medal is named after the Club’s founding member Frederick Simms and is awarded to recognise a genuine contribution to motoring innovation by individuals or small companies".
Some of the trophy winners include:
On Saturday, 29 February 1908, three Model Ks from the 1907 Cadillac production were released from the stock of the Anglo-American Motor-car Company, the UK agent for Cadillac automobiles, at the Heddon Street showroom in London (these were engines Nos. 23391, 24111 and 24118). The three cars, all registered in London under the numbers A2EO, A3EO and A4EO, were driven 25 miles to the Brooklands race track at Weybridge.[citation needed] There, the cars completed ten laps of the track, or approximately 30 miles, before being locked away until Monday, 2 March 1908, when they were released and disassembled completely, using only wrenches, screwdrivers, hammers, and pliers. Each car was reduced to a pile of 721 component parts, which were then scrambled into one heap by the RAC. Eighty-nine parts requiring extreme accuracy were withdrawn from the heap, locked away at the Brooklands club house[citation needed] and replaced with new parts from Anglo-American's showroom stock. The parts were then sorted into three piles, each with all the parts needed to assemble a car. A mechanic – Mr. E. O. Young – reassembled the cars with the help of his assistant – Mr. M. M. Gardner. Sometimes they had to work ankle-deep in water, using only wrenches and screwdrivers.[citation needed] The third car was re-assembled by Thursday morning, 12 March. With the painted parts on the original cars not being identical in color or style, the reassembled cars were mismatched in appearance, gaining the nickname "harlequin cars". By 2 p.m. on Friday 13 March[citation needed] the three cars had completed the mandatory 500-mile run with singular regularity. Only one point was lost owing to a broken cotter pin in the ignition lever (promptly replaced from stock). During the event, it was reported that one of the sheds where the parts were stored became partly flooded during a heavy storm and some parts became rusted. Only oily rags could be used to remove all traces of the immersion.[citation needed] On completion of the test, one of the cars was locked away until the start of the 2000-miles reliability trials in June 1908. It came out the winner of the R.A.C. Trophy for its class. Parts interchangeability had been publicly demonstrated and field tested.
Source
Immediately following the introduction of the sleeve-valve principle into the Daimler engine, the Daimler Company in 1909 asked the Royal Automobile Club to frame conditions of a test that should be of unprecedented severity and would demonstrate in the most public manner possible that the new Daimler engine was in every way reliable.
The two engines selected for this test were a 38 and a 22-h.p., having a bore and stroke, respectively, of 124 by 130 mm. and 96 by 130 mm. They were bolted down to the test bench close together in one of the large engine testing shops at the Daimler Works. The section of the shop in which they were placed was railed off and under the sole charge and observation of the R.A.C. officials from the start of the test to the finish. The observers kept watch day and night just as on board a ship, and periodically tested the revolution counters and spring balances to ensure that the engines were always running under full load. Every possible precaution was taken to keep constant and close observation upon the test, and there were never less than two observers on duty.
Both engines were started up at 6 a.m. on Monday, March 22, 1909, and each completed the 132 hours' bench test on the following Saturday evening. To appreciate more clearly the severity of the test, if the larger engine had been driving a car during the whole time, with the standard Daimler gear ratios, a distance of no less than 8,252 miles (13280 km) would have been covered, at a mean speed of 43.45 m.p.h. (69.92 km/h) while the smaller engine would have covered, similarly, a distance of 8,830 miles (14210 km) at 48.4 m.p.h. (77.9 km/h). The disparity in speed and distance between these results is, of course, attributable to the higher rate of revolutions of the smaller engine.
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Dewar Trophy
The Dewar Trophy is a cup donated in the early years of the twentieth century by Sir Thomas R. Dewar, MP, to be awarded each year by the Royal Automobile Club (RAC) of the United Kingdom "to the motor car which should successfully complete the most meritorious performance or test furthering the interests and advancement of the automobile industry".
The Dewar Trophy Technical Committee, who are responsible for the awarding of the trophy also award the Simms Medal at the same time as the Dewar Trophy. The Simms medal is awarded "for ‘An Outstanding Contribution to Motoring Innovation’. The Royal Automobile Club Simms Medal is named after the Club’s founding member Frederick Simms and is awarded to recognise a genuine contribution to motoring innovation by individuals or small companies".
Some of the trophy winners include:
On Saturday, 29 February 1908, three Model Ks from the 1907 Cadillac production were released from the stock of the Anglo-American Motor-car Company, the UK agent for Cadillac automobiles, at the Heddon Street showroom in London (these were engines Nos. 23391, 24111 and 24118). The three cars, all registered in London under the numbers A2EO, A3EO and A4EO, were driven 25 miles to the Brooklands race track at Weybridge.[citation needed] There, the cars completed ten laps of the track, or approximately 30 miles, before being locked away until Monday, 2 March 1908, when they were released and disassembled completely, using only wrenches, screwdrivers, hammers, and pliers. Each car was reduced to a pile of 721 component parts, which were then scrambled into one heap by the RAC. Eighty-nine parts requiring extreme accuracy were withdrawn from the heap, locked away at the Brooklands club house[citation needed] and replaced with new parts from Anglo-American's showroom stock. The parts were then sorted into three piles, each with all the parts needed to assemble a car. A mechanic – Mr. E. O. Young – reassembled the cars with the help of his assistant – Mr. M. M. Gardner. Sometimes they had to work ankle-deep in water, using only wrenches and screwdrivers.[citation needed] The third car was re-assembled by Thursday morning, 12 March. With the painted parts on the original cars not being identical in color or style, the reassembled cars were mismatched in appearance, gaining the nickname "harlequin cars". By 2 p.m. on Friday 13 March[citation needed] the three cars had completed the mandatory 500-mile run with singular regularity. Only one point was lost owing to a broken cotter pin in the ignition lever (promptly replaced from stock). During the event, it was reported that one of the sheds where the parts were stored became partly flooded during a heavy storm and some parts became rusted. Only oily rags could be used to remove all traces of the immersion.[citation needed] On completion of the test, one of the cars was locked away until the start of the 2000-miles reliability trials in June 1908. It came out the winner of the R.A.C. Trophy for its class. Parts interchangeability had been publicly demonstrated and field tested.
Source
Immediately following the introduction of the sleeve-valve principle into the Daimler engine, the Daimler Company in 1909 asked the Royal Automobile Club to frame conditions of a test that should be of unprecedented severity and would demonstrate in the most public manner possible that the new Daimler engine was in every way reliable.
The two engines selected for this test were a 38 and a 22-h.p., having a bore and stroke, respectively, of 124 by 130 mm. and 96 by 130 mm. They were bolted down to the test bench close together in one of the large engine testing shops at the Daimler Works. The section of the shop in which they were placed was railed off and under the sole charge and observation of the R.A.C. officials from the start of the test to the finish. The observers kept watch day and night just as on board a ship, and periodically tested the revolution counters and spring balances to ensure that the engines were always running under full load. Every possible precaution was taken to keep constant and close observation upon the test, and there were never less than two observers on duty.
Both engines were started up at 6 a.m. on Monday, March 22, 1909, and each completed the 132 hours' bench test on the following Saturday evening. To appreciate more clearly the severity of the test, if the larger engine had been driving a car during the whole time, with the standard Daimler gear ratios, a distance of no less than 8,252 miles (13280 km) would have been covered, at a mean speed of 43.45 m.p.h. (69.92 km/h) while the smaller engine would have covered, similarly, a distance of 8,830 miles (14210 km) at 48.4 m.p.h. (77.9 km/h). The disparity in speed and distance between these results is, of course, attributable to the higher rate of revolutions of the smaller engine.