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).
Road test report from 'The Autocar' magazine for the 30 HP Ford V8 Saloon.
| Identifier | ExFiles\Box 126\3\ scan0105 | |
| Date | 12th May 1939 | |
| [Handwritten note at top of page: File for ... / 1065] May 12th, 1939. The Autocar 801. THE AUTOCAR ROAD TESTS No. 1,278.—30 h.p. FORD V8 SALOON CERTAIN models of various makes gain a firm hold on the market, and go on from year to year without basic alteration except in appearance. As an instance is the 30 h.p. Ford V8, which for a number of years past has been in a strong position, due to the fact that it is a big and roomy and comfortable car, offering an exceptional performance in relation to the price. The fundamental design is still the same to-day as when the car was first introduced, though, naturally, improvements have been incorporated in course of time. This season's car has a heavier and more rigid crankshaft, and hydraulically operated brakes are now employed in place of a rod-operated system, whilst the front-end appearance has undergone considerable revision. It is now of strikingly modern shape, far removed from the lines considered normal until recently for radiator shells. When acquaintance is renewed with the V8, the top-gear abilities never fail to be impressive, even though top-gear performance in general has advanced materially in recent years. Among all sizes and types of cars there are few, whatever their price, able to carry out as much of their work on top gear alone as the 30 h.p. V8. Top Gear Slow Running A brisk walking pace not above 4 to 5 m.p.h. is possible on top, and from this low speed the car can be accelerated smoothly and progressively with little sign of roughness, such vibration as arises under this treatment disappearing below 10 m.p.h. Top gear can be held to a remarkable extent in slow-moving traffic, and when starting it is necessary to use the gears only to get the car just moving, and then top is accepted smoothly. Almost any normal hill where there is an opportunity to keep the car running fairly briskly on the approach is climbable on top gear, as was shown by the manner in which the usual 1 in 6¼ gradient was taken at a minimum of 25 m.p.h. from a 40 m.p.h. start. There is not the slightest question of its being necessary to rush ordinary main road gradients in order to climb them on top gear. Flexible and lively as the car is on top gear, the performance available on the two indirect gears of the three-speed box can be used, by a driver so inclined, to give acceleration of an exciting order. A good type of synchro-mesh is provided on second and top, thus functioning on both upward gear changes and the principally used downward change—that is, to second. The gears are quiet, second more especially. The lever is in a convenient position and moves lightly, but with a pleasing firmness of control over the gear engagements. With remarkable rapidity the V8 runs round to the sixties and seventies on open roads, and the average speed potentialities are decidedly high. As frequently found on Ford cars in the past, the speedometer displayed an outstanding degree of accuracy, being less than 0.5 m.p.h. fast even at 70, and showing a highest reading of 86-plus when the maximum speed over a quarter-mile was being timed. Under anything approaching full-throttle acceleration and at the highest speeds the engine cannot be called silent, but it settles pleasantly to a steady throttle opening, and has no marked vibration periods unless forced nearly to the limit on the indirect gears. Over the lower and middle range of speed the V8 engine is pleasingly smooth. It gives the strong impression of possessing a considerable reserve of power, and of not being driven specially hard when good times are being made on a journey. As to the riding, the suspension system, consisting of a transversely placed half-elliptic spring at front and back, provides exceptional insulation from the road surface, so that appreciable car movement is practically never experienced even over definitely inferior surfaces. There is little or no tendency to pitching on normal roads, and whilst some “leaning over” of the body occurs if high speeds are held round appreciable bends, the general impression is of sufficient stability for quite fast driving. Actually, even if speed is reduced on a given corner, the acceleration away from it is such that the car is often still at an advantage. No definite “feel” of the front wheels is given through the steering wheel, the ratio being low, as rather more than 4½ turns are necessary from lock to lock, but it is not in-secure-feeling steering. The car can be placed well enough. There is decisive caster action, and little reaction is transmitted from the road wheels. The new hydraulic braking system provided an excellent emergency stopping test result, the readings being consistent and the car pulling up “square” without appearing to be braked fiercely. More braking power is evidenced when this [Diagrams text] Front Track 4' 7½" Wheelbase 9' 4" Rear Track 4' 10¼" Overall Height of Car 5' 7¼" 5' 9¼" 16' 0" Door Gap 30" Seat Adjustment Rear Axle Position Spare Wheel Measurements: 6", 14", 17", 20", 12½", 14", 20", 15", 21", 39", 24", 36", 25", 26", 27", 42", 47", 49", 44", 41", 52", 53" Seating dimensions are measured with cushions and squabs uncompressed. | ||