VGMagazine

   The body was a fine example of thirties aerodynamic function and sculpture. He had taken the basic tear-drop side profile, arched the aluminum over the engines and rolled it flat at the bottom, the front was gently rounded and the rear tapered to a flat point. This addressed the evolving understanding of ground based aerodynamics which are effected by crosswinds and air beneath the body. For Railton's final design touch, the aluminum body was formed in one piece, and could be lifted off the chassis by a dozen guys, giving full and easy access to the mechanicals.
   Being the humble and self-effacing man he was, Cobb named the car for Railton. In its final form Cobb's LSR weighed 8000 pounds while Eyston's weighed 16000 pounds. This placed the power to weight ration at 3.2 pounds per horsepower for the Railton versus 3.4 to 1 for Thunderbolt.

   The gentleman's rivalry to be the Fastest in the World began in July of 1938.

   Eyston was the first one onto the salt in July.
Over the winter the Thunderbolt had been improved. The front radiator cowling was reduced for better air penetration. The air scoops next to the cockpit feeding the superchargers were larger. To save weight the suspension's cross chassis leaf springs had been replaced with coil springs. Lockheed had upgraded the brakes with servos. The cockpit was now fully enclosed and fitted with a respirator.
Weather once again became Eyston's nemesis. The rains held up his first run up until August 24th.
    With the salt dry and prepared, his team rolled the Thunderbolt out, fired it up, clutches engaged without complaint, and on his first run Eyston tripped the lights at a roaring 347.155. The crew, timekeepers and press thought the return run was even faster, but it was only a guess; the timing lights couldn't distinguish Thunderbolt's Birmabright aluminum skin from the radiant salt. No time was recorded on the south run. Hearing the news, Eyston, ever the consummate gentleman, calmly instructed his crew to paint a patch of flat black on her sides and prepared for another run three days later.

III

   While Eyston slowly made his way back around the world with Thunderbolt, his team and assorted crates, the news of his having reset the record at 312 had traveled considerably faster. Having heard the news back in England, John Cobb decided he'd build a car to challenge his friend and rival's new record. Cobb and Eyston's collegial rivalry had dated to their Brooklands racing days. Both had been competing with each other in the arena of outright speed, time and distance records on the outer circuit of Brooklands and at the Montlhery banked circuit in France. Cobb had been setting his records with a car built by Reid Railton. Named the Napier Railton, it was an open wheel car powered by an early twenties Napier aero engine. This had been the car that Cobb had brought to Bonneville in the summer of 1935 to set the 24 hour record. Eyston had built his Speed of the Wind car to answer Cobb's Bonneville records. Now it was time for Cobb to answer Eyston again for the outright Land Speed Record. To do so he once again commissioned the brilliant Reid Railton.
    The LSR Railton had in mind once again completely redefined the concept. Railton's goal was to build a smaller and lighter car with a minimal frontal area. To achieve its slender profile Railton engineered an S-shaped backbone chassis into which he placed two Napier Lion engines. Unlike the Schneider cup aero-engines, these were smaller engines that had come out of a record setting speedboat. These three-banked twelve cylinder engines were placed in-line in the curves of the frame, with the starboard engine powering the front wheels, and the port side Napier powering the rear wheels. The supercharged engines displaced 47.8 liters together, totaling 2500 hp, and were placed between the four wheels for the best weight distribution. Each engine had its own three speed transmission. Railton positioned Cobb's seat just in front of the independent front suspension, and between the large diameter wheels and tires. The cockpit was fully enclosed.
    Railton's design was significant for what he didn't use. Railton eliminated the radiators in favor of 75-gallon ice-cooling system. This not only feed the engines, but cooled the transmission brakes as well. He also did away with the weight and complexity of flywheels and clutches. The car would be push started, and gears engaged by a free-wheel mechanism.