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 for the 4-Litre Straight Eight Daimler Saloon.
| Identifier | ExFiles\Box 126\4\ scan0109 | |
| Date | 14th April 1939 | |
| April 14th, 1939. Rms 1057 621 The Autocar The AUTOCAR ROAD TESTS No. 1,270.—30 h.p. 4-LITRE STRAIGHT EIGHT DAIMLER SALOON POSSIBLY a good many people are still under the impression that the larger Daimler models are principally chauffeur-driven vehicles, not necessarily notable for performance. Anyone who may hold this view is unaware of the progressive developments introduced in the past few years by this pioneer British firm. Among these, quite apart from the smaller owner-driver models, is this 4-litre Straight Eight, definitely intended to be owner-driven, and combining high performance with the qualities of comfort and smoothness and quietness associated with the make. It is a fine car, and, in the class made up of the high horse-power machines of distinction, is not expensive at £1,070 for this Daimler-built four-light sports saloon. Performance alone is far from being the gist of its appeal. It provides, however, a maximum speed appreciably exceeding 80 m.p.h., and, more practically as regards roads in this country, is strikingly easy running at a 60 to 70 m.p.h. cruising rate. There is the strong suggestion of quality, beneath the surface as well as visibly. It feels particularly firm and “square” on the road, and conveys almost a train-like suggestion of safety at all speeds. Material factors are first-rate vision, a driving position that gives confidence from the first moment of sitting behind the wheel, and a view afforded of both wings that enables exact judgment to be exercised. In spite of an impressively long bonnet, this car can be put through a narrow space more readily than many a smaller machine. Helped by the fluid flywheel transmission, it can be very much of a top-gear car. Although the preselective self-changing gear box and the existence of useful indirect gear maxima are apt to encourage use of the gears, it is effective to change up from second to third and again from third to top fairly early when running up to fast main-road speeds. The performance observed during a test totalling some 500 miles became the more impressive when the speedometer was found to be reasonably close to accuracy, the optimistic error at 70 not exceeding 4.1 m.p.h., at 60 2.6, at 50 1.8, and at 40 0.5, whilst at 30 the instrument was slightly slow. The highest reading shown was 90. A good average is secured on a journey without driving specially fast. Ordinary hills on main roads make little difference to the speed, and an even rate can be maintained, since the car is steady on corners. Over a familiar route with comparatively clear roads, and definitely using the performance to the best advantage, an average of real big-car calibre is obtained. Very nearly 50 miles were put into an hour over such a section at night, including 25 miles in half an hour. But, as already stressed, it is not only a “performance machine.” The fluid flywheel and self-changing gear box make it exceptionally easy to handle in town traffic. It will creep along on top gear, even start on top, and smoothly build up way as the throttle is opened. Although when pulling away in this fashion there is a “delayed action” impression, due to the cushioning effect of the fluid flywheel, no engine roughness is felt. However, it is more natural to use the gears moderately when moving away and in dense traffic. Second gear is normal for starting on the level. The movements of the preselecting gear lever are light and clean-cut. The Fluid Flywheel to Best Advantage When manœuvring forwards or backwards the desirable procedure is to engage gear and take the foot right off the gear-changing pedal and then open the throttle, the fluid flywheel giving a smooth getaway; or gear can be engaged before the hand brake is released—the lever is in an excellent position at the right of the driving seat. This method affords a particularly smooth start, especially when reversing. The gears are quiet, third being particularly so. Lower than third is not likely to be wanted often on hills, judging by the brisk climb made on that gear of the usual 1 in 6½ gradient. The steering is strikingly good, and, apart from its being light enough not to make long journeys tiring, its excellence is no doubt linked up with the evident rigidity of the frame and the firmness of the car as a whole. The driver need do little more than gently guide the car at medium and high speeds. There is plenty of caster action and no road-wheel movements of any consequence are passed back. The ratio is moderate, 3¼ wheel turns being required from lock to lock. The lock is noticeably good for a big car. A vacuum-servo motor is used to assist the application of the brakes, which are of Girling pattern. An extremely Diagram Text: Track 4' 9'' Wheelbase 10' 3'' Overall Height of Car 5' 8½'' 16' 0½'' 5' 8'' Door Gap 29'' Seat Adjustment Rear Axle Position Seating dimensions are measured with cushions and squabs uncompressed. A39 | ||