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).
Vehicle performance review covering the gearbox, engine, steering, and brakes, with comparisons to other vehicles.
| Identifier | ExFiles\Box 22\5\ Scan036 | |
| Date | 2nd March 1931 | |
| -2- Hs{Lord Ernest Hives - Chair}/Ra.17/KT.2.3.31. (2) Ease of Change. Changing is quite simple. The box suffered from none of the defects that we have run into with a neutral position. The clicking noise can be practically eliminated with the minimum of intelligence in changing unless going from top to bottom or some other freak operation. It has the advantage over the Epicyclic that it prevents the driver changing gear until the operation can be accomplished without shock to the passengers or transmission. As an all easy change it is the best compromise we have tried after the fluid flywheel Daimler. ENGINE. The power unit was disappointing, up to 65 M.P.H. in top gear it was smooth and silent. With a top gear of 3.58-1 this is no more than we achieved on P.I. At higher speeds the engine became fussy very rapidly while the power fell off. At as near as we could judge 3300 R.P.M. in third speed was over the peak of the power curve and under these conditions there is plenty of fuss and roar from the engine. The speedometer was hopelessly inaccurate, the maker claiming 95-100 M.P.H. Actually we should estimate the car might do 75-80 M.P.H. We understand from local knowledge that the consumption is poor 9 M.P.G. The absence of life in the engine was noticeable. With double throat carburetters one would expect a kick at low speeds even if the power at high speeds was not phenomenal. Actually the acceleration was mediocre. The fact that the car weighs no less than 6,200 lbs with a limousine body must be taken into account but even so the performance is not impressive. Torque reaction was not noticeable. The engine was four point mounted and has rubber in the rear feet though exactly how fitted up it was difficult to see. We were definitely more impressed with the power and smoothness of the 5 litre double six Daimler than we were with the Maybach. STEERING. The steering was not as light as ours but free from shocks. We did not test it on a really bad surface however. There was commendably little jellying in fact almost a complete absence thereof. The frame is tremendously deep. Brakes. The brakes are very fierce, squeak and are badly equalised. | ||