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).
10,000-mile road test report on a vehicle, detailing performance, comfort, and mechanical issues.
| Identifier | ExFiles\Box 179b\3\ img373 | |
| Date | 25th March 1933 | |
| Hotel de France Chateauroux Indre To Hs{Lord Ernest Hives - Chair} From G.W.H. 25.3.33. REPORT ON 3 PER II AT 10,000 MILES. The general impression of the car at first was very good for ease of control in traffic. The riding qualities was excellent; the hand control of hydraulic dampers being a distinct asset. A comfortable soft riding was obtained with the control set to minimum whilst travelling through towns. The same degree of comfort was obtained at medium and high speed without lessening the control of the car with the dampers set to medium position. The maximum load to the dampers made the front of the car ride hard. The riding in the rear with two passengers and luggage was on the hard side at medium speeds but rode well at high speeds. The hand control mechanism would not remain in the maximum or minimum position, there not being sufficient friction in the lever mechanism. There was an objectionable boom and a transmission period at 50 M.P.H. The transmission period was caused by the fitting of a damper on the propeller shaft behind the gear box which had not been balanced along with the propeller shaft. By removing the damper the period disappeared. The damper was fitted to eliminate torsional periods of the clutch drive and was experimental only. The exhaust boom was considerably reduced and made passable by making the rear anchorage of the rear silencer more flexible. The periods of the silencer was being transmitted to the body-work which apparently was in sympathy and amplified the period. A very rough period was felt throughout the car when the speeds reached 64 M.P.H. ie 4000 engine revs. The roughness continued up to maximum speeds. This was considered to be a flywheel period. This period was apparently in sympathy with the exhaust. We later found that the period was lessened or increased by the method of attachment of front end of rear silencer and the rigidity of the front silencer. This could not however be reproduced at the finish of the mileage. The fitting of the ribbed bottom half to the engine did not materially reduce the oil temperature at maximum speeds. The temperature rose to 106°C whilst driving down to the Coast in England. On the Continent with long sustained speeds a maximum temperature of 120°C was reached with air temperatures of 10° and 13°C. Oil consumption was | ||