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).
Promotional document for the Phantom II 'Continental' model, including full specifications and a detailed road test review.
| Identifier | ExFiles\Box 92\2\ scan0175 | |
| Date | 6th November 1933 guessed | |
| The "CONTINENTAL" ROLLS-ROYCE SPECIFICATION Engine: Six cylinders in line cast in two groups of three with one piece detachable aluminium head carrying overhead valves in bronze seatings. Valves operated by push rods. 108 x 140 m.m. bore and stroke, capacity 7.7 litres approx. Seven bearing nickel chrome steel crankshaft. Single dry-plate clutch and 4 speed gearbox in unit with engine. Rear axle: Fully floating with offset hypoid bevel drive. Brakes: Servo assisted brakes on all wheels operated by pedal. Separate system operating independent shoes in rear drums controlled by hand brake. Steering: Worm and nut. Suspension: Long semi elliptic springs with dampers. Spring leaves and all chassis parts including steering and brake mechanism lubricated by foot pump on dash. Tyres: 32" x 6.75" Dunlop reinforced. Petrol tank: 20 gallons carried at rear of chassis. Ignition: Two independent systems by magneto and battery, synchronised and automatically controlled. Electrical installation: 12 volt system of Rolls-Royce design and manufacture. Dynamo with automatically variable output. Dimensions (short chassis): Wheelbase 12ft. Track (front) 4ft. 10½ins., rear 5ft. Price: Phantom II Continental touring saloon £2,542. ALL adjectives and expressions used in the normal description of motor cars have to be based on some suitable standard, and owing to the inexorable law of averages, this standard is the normal good quality sound car which forms the backbone of the industry. It is this fact which grossly handicaps the poor scribe who starts out to convey the details and performance of such a production as the latest Rolls-Royce to those used to the normal standard of motoring, and makes ordinary language quite inadequate in attempting to convey what can only be obtained by firsthand experience. The tradition of Rolls-Royce has grown with the motoring era till it has become a legend, but the wonder of this production is none the less true for all its legendary qualities, and to those who sometimes ask, “ Is a Rolls-Royce all that it is said to be—it seems impossible ? ” one can only quote the Queen of Sheba’s remark about Solomon, “ The half was not told ”—or in normal English—“ Try it for yourself and you’ll learn something.” The last trip we had in a Rolls-Royce was in one of the famous “ Phantom ” models, which was the forerunner of the “ Phantom II,” and when the opportunity arose of trying a “ Continental ” edition of this latest model we duly repaired to Conduit Street at the appointed hour to meet Mr. Northey, with whom we were to learn what can be done to make motoring worth while. While waiting, so to speak, for the car to appear at the door, it will be interesting to note some of the points about the new car and the policy which has caused its creation. As its designation implies, this model has been developed largely as a result of experience of fast touring on Continental roads, where the conditions are so vastly more strenuous and infinitely more varied than those obtaining in this country. Rolls-Royce Ltd. have never attempted to produce what is generally termed a “ sports car,” and they are emphatic that the “ Continental ” model is a fast touring car, intended to combine the height of luxurious travel with a performance over any type of road which will satisfy anyone who does not actually wish to compete in a race. The fact that so many owners of these cars use them all over the world, with a specially large proportion in Europe, has given them a vast amount of useful knowledge. In addition to this a great deal of experimental work is carried out on the Continent by Rolls-Royce testers, any new feature, after preliminary tests in England, being put through a period of strenuous testing over many thousands of miles of Alpine roads before it is finally accepted for production. Such problems as cooling, while simple enough to arrange for under normal English road conditions, are far from easy when required to cope equally well with gentle gliding through traffic at one end of the scale, and a full speed ascent, of the Col du Galibier, 8,450 feet high, at the other. The Continental model differs from the normal Phantom II in having a rather higher compression engine, while the chassis is the result of the most rigorous tests to ensure perfect suspension at speed over all surfaces without interfering with the comfort in any way. After due inspection of the separate engine units mounted in the showroom we boarded the car, and with Mr. Northey at the wheel we moved silently through the London traffic bound for the Great North road. The first points that strike one about this amazing motor car are the comfort, which is unsurpassed by the most luxurious furniture, and the uncanny silence, which enables everyone in the car (we carried a load of four) to converse in normal tones at all speeds as easily as if seated round a smoking room fire. We very soon realised that in addition to providing this delightful mode of travel, the car was capable of the most astounding performance without visible or audible effort. Once out of town Mr. Northey, remarking quietly, “Of course, if we wished to put real power in this engine we could,” put his foot down and the car went straight up to 90 m.p.h. without a falter, still with no sound but that of the wind past the windows. Having given some glimpses of what the car could do, Mr. Northey then changed places, and we were able to try for ourselves the handling of this twentieth century magic carpet. The first thing that is evident when driving is that it is probably the easiest car to handle ever built. The lower two gears are practically never used for main road work, though when negotiating Alpine hairpins their use would be called into play. Starting is normally effected in third gear, which gives as good an acceleration from a crawl as any screaming small sports car, but without any demonstration of power. The engine torque at low speeds is terrific to give such acceleration, and one would naturally expect to Image Captions: Wherever one looks in the Rolls chassis, individuality and perfection of detail are found to a most marked degree. Here is the offside of the power unit of the “ Continental ” model. A slightly higher compression ratio is used than with the “ Phantom II.” A side view of the Rolls-Royce saloon which was placed at our disposal for test. | ||