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).
Technical review and driving impression of a Packard Saloon car.
| Identifier | ExFiles\Box 127\1\ scan0165 | |
| Date | 11th September 1931 | |
| COPY. Sg.{Arthur F. Sidgreaves - MD} from PN.{Mr Northey} PN.{Mr Northey}15/WT11.9.31. Packard Car. The Saloon car, short wheelbase, which we had an opportunity of driving yesterday, is rated at 32 H.P. and has :- 8-cylinder engine. Synchro-mesh on third gear. Air and oil filters. Four-point rubber supported engine. One ignition-plug per cylinder. No duplication of electrical parts. Self-wrapping Perrot type brakes. Additional propeller shaft Universal-joint, rubber supported midway along its length. A radiator fan having its blades arranged tri-fold wise, i.e. in three lots of two to avoid certain harmonic vibratory sounds. Automatic lubrication throughout the chassis i.e. not hand or foot propelled at intervals. Four Lovejoy hydraulic shock-absorbers easily adjustable by the driver from near the facia-board by means of hand-operated rods. The two points which stand out most in connection with the running of this car are adjustable shock-absorbers (hydraulic) and the quite motionless running of the engine when the car is stationary. The three positions of the hydraulics include one in which all damping is removed from the springs; actually this position is useless because at no time is one justified in running on properly lubricated springs without any provision for damping. Undoubtedly, however, the other two positions were extremely useful, one for ordinary working, and the other at times of high speed on bad roads. Under this latter condition, a further degree of damping might have been welcome. X The acceleration on top gear was pleasant and noticeable. Mr. Williams stated that he expected the car to run up to 75 m.p.h. against the clock, whilst showing 80 m.p.h. on the speedometer. Actually we did not run at more than 60 m.p.h. There was nothing at all unpleasant during this effort. An engine torque-reaction vibration between 15 and 20 m.p.h. was quite fairly apparent when sitting at the back of the car, in the form of boominess, although I did not find when driving, that this period was at all excessive as a vibration on one's hands. | ||