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).
Magazine article from 'The Motor' detailing a road test of a 100 m.p.h. car.
| Identifier | ExFiles\Box 170\1\ img085 | |
| Date | 18th September 1940 | |
| September 18, 1940. 141 The Motor A 100 m.p.h. Car Tested by a Panel of Sceptical Enthusiasts [Image of a car, license plate JPF 407] WIND RESISTANCE. This picture shows that the Lagonda is conventional in design and that high speeds are not attained as a result of super-streamline coachwork. The car has a restrained dignity in appearance which is very agreeable; at the same time the low centre of gravity and low overall height bring the frontal area to a minimum consistent with wide track and ample seating accommodation. [Image of two men looking under the hood of a car] WAYSIDE INVESTIGATION. The adage about "the best laid plots" applies to cars as well as mice and men. During the run it was necessary to readjust a tappet; the work proved easy, a point of particular note in an overhead camshaft engine. and the springing of the car were in advance of anything any of us had previously experienced. Travelling over some quite rough secondary roads the car rode without a tremor at 70 m.p.h., whilst its first-class stability was indicated when we reached the Oxford by-pass, where with the Clark foot well down the hand turned to over 100 m.p.h. It was now seen that the apparent yaw was due, largely, to the considerable distance between the rear seats and the radiator cap, as a result of which any slight motion at the front end of the car seemed somewhat exaggerated to the back passengers. As concerns the low-end acceleration, this remains something of a paradox. The time for 10-30 m.p.h. of approximately 9 secs. (two up) is good, but it suffers by comparison from the fact that the rate of acceleration actually improves above 30 m.p.h. and up to 60 m.p.h. This is so much the reverse of what is experienced on a normal car that it takes a certain mental adjustment to appreciate what is going on. Clutton Takes Over After the Oxford by-pass, Sam Clutton took over to drive to Chipping Norton, and as he knew the road well, the blitzfahrt really began. He pushed on, steadily as it appeared to us, but at a pace which would create the greatest astonishment in the mind of the London to Southend week-end potterer. The cruising speed of the car proved itself to all of us as most remarkable. A judicious use of third gear will raise the speed from 40 to 70 m.p.h. in 12 secs. A quick snick into top sends one bowling along between 80 and 90 m.p.h. in all sorts of places where 40-50 m.p.h. would be considered good going on a mass-produced chariot. What is more, as Sam quickly demonstrated, such high speed is coupled with complete physical comfort. The torsion bar I.F.S. and long flexible semi-elliptic rear springs (which are well damped by Armstrong shock absorbers) took everything from level-crossings to roads disrupted by last winter's frost in their stride, so that at no time did the vertical acceleration approach "G" and the few inches between the rear passengers' head and the roof were never encroached upon. Moreover, so free is the car from roll that corners can be swept around with no canting over and without the horrible sensation experienced on so many American-type high-performance cars that one is in an over-canvased yacht caught in a sudden squall. Cornering Power Demonstrated It fell to Sam's lot really to demonstrate the maximum in cornering ability. Advancing from Chipping Norton over the top of the Cotswolds on a narrow and open road the magic three figures were again reached and we rushed up a hill with a right-hand bend. Sweeping into this at a good 70 m.p.h. the back wheels slipped on a newly tarred surface and an awkward high-speed slide brought us exceedingly close to the near-side hedge. Sam kept his foot hard down on the accelerator and steered out of the slide and all was well. But this incident and the feel of the car on other bends indicated that cornering the modern, softly sprung, high-performance car demands a technique entirely differing from that appropriate to the older type of vehicle. With the old-fashioned hard springing there was usually a tendency to over-steer, making the back of the car skid readily. The fast driver could therefore develop the trick of spinning the back wheels and sliding the corner when really in a hurry and, by his skill, be able to hold it perfectly in control. With modern soft springing and I.F.S., the tyres cling tenaciously to the road, right up to the limit, and there is some tendency to under-steer. In consequence, corners can be taken at... | ||