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 article titled 'Un Beau Bentley Contd.' from 'The Motor' magazine, detailing the performance and handling of a Bentley car.
| Identifier | ExFiles\Box 160\5\ scan0113 | |
| Date | 4th December 1940 | |
| The Motor 392 December 4, 1940. Un Beau Bentley Contd. no real opportunity to discover the limiting speed of the car. In a short time on this stretch of road a speedometer reading of 90 m.p.h. was realized, at which speed the car was absolutely steady, it being noted that the radiator was as firm as a rock and that the springing system tackled these high speeds with complete confidence. Sam Clutton took over half-way down the by-pass, and then motored down the superb Bicester Straight, along which 85-92 m.p.h. on the speedometer was held for many miles on end. Using the 3.6 to 1 overdrive, 83 m.p.h. corresponds to about 3,500 r.p.m., and it is not possible to obtain the limiting 4,500 figure. This is equivalent to about 90 m.p.h. on direct drive, but there is obviously no point in taking the engine up to such an extreme figure, except possibly in the indirect ratios; 4,500 on second, for instance, is the equivalent of about 60 m.p.h. Comfort with Control Sam drove on past Bicester towards Aylesbury, and his driving methods and reactions showed very clearly that the car was a solution to a really difficult technical problem. In nearly every case the use of independent front springing that gives real comfort results either in excessive roll or in appreciable under steering—i.e., a tendency to run wide on corners—or both. This new Bentley does neither. It is exceptionally stiff in roll, and at the same time has the controllability of the orthodox stiffly sprung type of car in which the tail can be whipped round at will. There is no question of the car dictating the course to the driver. It will do exactly what the driver wishes. It can be flicked round, put into a power slide and is utterly responsive in every way. Sam having added his meed of praise to the brakes and gearbox, Heal took the wheel and gave his usual polished exhibition of high-speed driving. Here again this issue of controllability became apparent, and on a short-radiused open turn this comparatively heavy, full-sized saloon car was put into a four-wheel skid with as much control and confidence as could be wished for on a monoposto racer. The slick gear changes and, to repeat, the magnificent brakes all add to this impression of utter safety in all circumstances. There are, however, some cars which give an impression of safety; which when one comes to the critical test is found to be an unhappy illusion. We were fortunate in finding that this was not so in the case of the Bentley. In order to make up for an uninteresting flat-out section in Sam's part of the driving, he again took over the wheel as we wound along through some country roads towards the National Trust Estate at Ashridge. Going up the Chilterns at this point there is a loose-surfaced hill, which I have known for many years. Climbing rapidly in second, we were overtaking an aged Austin some distance before reaching an acute hairpin bend. Sam slowed, Pomeroy shouted encouragement, the accelerator was depressed, there were cries of “Here’s the corner,” and round we went. The tail slid out, Sam yanked in bottom gear, kept the wheel spinning, twirled the steering and a real Shelsley climb was in process. Were the passengers alarmed? We were not. The whole car felt utterly safe and completely in control. But was our serene confidence shared by the occupants of the small 8 h.p. car that came gingerly down the hill towards the corner? No, it was not. Four pairs of eyes stood out on sticks, four little mouths opened like goldfish, four nervous systems felt that “Death in the Afternoon” was more than the title of a novel. Four heads, I suppose, still think that it was probably a mere fluke that the Bentley quickly returned to the “line-ahead” position and shot steadily past them, accelerating rapidly. But it was not luck; it was skill and design, as well as Sam’s well-known capacity to go to the edge without falling over, that ensured our safety (and theirs) by a very large margin. Summary of Merit Driving the car myself on the way home I had no difficulty in summing up my views on its merit. It is not, as one thinks to-day, a very fast car; it will easily reach 70 m.p.h., and 90 m.p.h. can be encompassed in favourable circumstances. I can think of several vehicles which would leave it behind on a long run when every second was important. But in return for some sacrifice in speed one is given other qualities which, using the car from day to day throughout the year, would be considered by the majority of greater value. There is the large body and the high torque of the engine in the lower speed ranges. Even with the high-speed overdrive engaged, the pick-up is most impressive and the performance on direct gear such that practically no shifting is required for normal motoring. These attributes are not uncommon. But, although I know many comfortable large-bodied 85 m.p.h. cars with rapid acceleration I know none which begins to compare with the Bentley in the following points:— Steering and Control.—As my collaborators found, this is superb. There is practically no road shock transmitted to the wheel. The car is free from pitch and roll, comfortable over rough roads, yet attains harshly sprung sports-car standards of navigation. Braking.—The combination of the Rolls-Royce mechanical servo with an operating mechanism which has over 90 per cent. mechanical efficiency results in a braking system unique in power, low effort, smoothness and proportionate response throughout its entire range. However hard the brakes are applied the steering is unaffected, and there is no tendency for the car to get out of control. Refinement of Mechanism.—This chassis retains in full the Bentley tradition of refinement and accurate response of all the control systems. This applies not only to the steering and brakes mentioned above but also to the synchromesh gear change, clutch and the hand-throttle control. Good Fuel Consumption.—The m.p.g. figure never seems to drop below 16, and will approach 20 with reasonably careful driving. Finally, as regards reliability and durability, the record of previous Bentley cars is in itself a guarantee that this model will achieve everything that can be expected. In brief, this is not a car which awes one by sheer performance. I and my co-drivers did, however, leave it with warm affection generated by the dynamic pleasure given in driving it and the static comfort enjoyed when being driven. We reviewed with respect its truly Patrician manner of moving. We realized with gladness that the skill of British engineers had fructified into a car that is a magnificent representative of modern automobile practice and a product which will be well capable of meeting world competition in post-war years. A22 | ||