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).
Specification sheet for the Frazer-Nash-B.M.W. Type 327 'Sports' Fixed-Head Coupé and Drop-Head Cabriolet models.
| Identifier | ExFiles\Box 126\3\ scan0113 | |
| Date | 24th March 1941 guessed | |
| PAGE 12 THE FRAZER-NASH-B.M.W. 16.2-H.P. (9ft. WHEELBASE) TYPE 327 "SPORTS" FIXED-HEAD COUPÉ and DROP-HEAD CABRIOLET MODELS By the description “Sports” as applied to the Type 327 models we indicate a difference in performance as compared with the “Fast Tourer” Type 327 models (described on pages 10 and 11). Both the fixed-head coupé and cabriolet are obtainable with the three-carburetter engine as installed in the Type 328 Grand Prix Sports chassis. This, and the fact that the indirect gear ratios are higher (top gear ratio is the same) constitute the differences between the Type 327 “Fast Tourer” and “Sports” chassis specifications. The engine, despite its extremely high power output, is quiet, smooth and flexible. Remarkable from the point of view of its design, high efficiency and reliability, it is not by any means a “hotted-up” engine—the maintained b.h.p. developed is well within its capabilities, and the reserve of power available is not likely to be called upon even in an emergency. As a result, the performance of the Type 327, as a closed car of 2-litres capacity, is really phenomenal, and in fact, well outside of its class. There are few cars, of even twice its horse-power, that can claim a sustained cruising speed on autobahn roads of over 80 m.p.h as is possible with this model, without effort, and without fear of “expensive noises.” Its maximum speed of approximately 95 m.p.h. is equally outstanding. Advanced design, quality of materials, efficiency of design, high power-to-weight ratio, high gear ratios, all play their part and result in outstanding performance, long life, reliability and economy in running expenses. ENGINE 2-litre ; 6-cylinder ; bore 66 mm. x stroke 96 mm. ; capacity 1,971 c.c. Annual Tax £12 15s. Cylinder head of special design. O.H. valves—90° inclined—pushrod operated. 4-bearing crankshaft. Duplex roller chain driven camshaft. Heat-treated steel connecting rods of H-section, with lead-bronze bearings. Oil duct feeding from big-end to gudgeon pin bush. Fully floating gudgeon pins. Special low expansion light alloy pistons. Forced-feed lubrication by gear-type pump. Oil in circulation passes through oil radiator thus maintaining constant supply of cool oil. 3 Solex carburetters. Air filter and silencer of PAGE 5 BODY Essentially a practical body, the true cabriolet makes a great appeal to those people who appreciate its many virtues. There is as much difference between the cabriolet and usual drop-head type of body as there is between chalk and cheese—the only similarity is that either may be converted into an open car. A cabriolet in closed form is in every respect as comfortable as a limousine. The interior is, of course, fully lined and nothing is seen of the framework. The great strength of the frame and folding mechanism will dispel any doubt as to whether a cabriolet will remain satisfactory from the point of view of frequent raising and lowering of the head, while also by reason of its strength and the heavy padding the head retains its shape indefinitely. Possessing exceptionally attractive lines when closed, the cabriolet is equally attractive when opened—the head folds flat, and there is an envelope of the same heavy and washable material that completely protects it and the folding mechanism. Very commodious luggage accommodation is provided in the tail, with access from the exterior and interior, and the rear opening panel also folds flat enabling additional cases to be carried—the platform thus constituted is extremely strong, and chromium-plated metal strips and strap fittings aid the fastening of cases. (Fitting leather suitcases for the boot are obtainable at an extra charge.) The wide doors are sturdily built with really efficient locks and massive hinges (with greasing nipples) and provide in themselves conclusive evidence of the solid-ity of construction throughout. The interior fittings and equipment are of the highest quality—the large and comfortable arm-chair front seats are adjustable, and as with the wide rear bench and back squabs (with arm-rests) are upholstered in the finest leather. Handsome chromium-plated bumpers are fitted front and rear. Separate illustrated catalogue is available. £498 . 0 . 0 | ||