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).
Performance and handling review of a vehicle, comparing it to competitor models.
| Identifier | ExFiles\Box 181\M9\ img088 | |
| Date | 23th February 1931 guessed | |
| - 2 - Gear Box. This has an almost inaudible third. The change is remarkably simple in spite of the fact that it is a straight dog. We attribute some of the easy change to the light fly wheel and the lower momentum in the eight cylinder, we think they have lost more in pick up roughness than they have gained in easy change. Suspension. Front Springs 36" x 2" by 8 leaves. Rear " 54.6 x 2" by 8 leaves. This is exceedingly flexible, but has the undesirable characteristic that the axle feels 'loose' travelling slowly over pot holes. There is not enough damping for high speeds, naturally the speedometer helps to mask this defect. The car does not corner very well. However it does not pitch excessively and the soft ride at low speeds will please those who do not want to go fast. Steering. The steering has the characteristics of most of the recent American cars. It is almost entirely free from road shocks, has little, if any tendency to self centre and yet is not unstable. It is very light and low geared. The impression one gets is that it is irreversible. It is the type of steering that might appeal to the average driver who does not drive fast and we propose to try and reproduce it on one of our cars. We do not like it personally because it is too dead. The lock is remarkably good, the turning circle being smaller than that of 16-U.4. The overall length of the Chrysler without bumpers is 174". Brakes. Typical Lockhead. In this case not very effective. Summary. The above tests indicate that we ought to be able to beat this performance with a 4 1/2 litre 35 cwt. car, though, of course, with this car we are more in the Imperial Chrysler price class. On the whole we think Chryslers' have not gained very much, if anything, in performance, smoothness, or silence by going to an eight cylinder engine. The performance of 16-U.4. is, of course, almost the same as a Phantom II. up to 55 M.P.H. i.e. appreciably better than "China". Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} Prints of Gearbox, Engine and Clutch attached to 'R' & E's' copy. | ||