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 report detailing fuel consumption, steering, and suspension characteristics during a road test in India.
| Identifier | ExFiles\Box 52\1\ Scan165 | |
| Date | 13th May 1932 | |
| 2. the whole trip making no allowance for shortage from pumps etc. works out at about 12.5 M.P.G. Individual readings taken for a few hundred miles here and there came to about as high as 13 M.P.G. Personally I consider this very satisfactory in view of the fact that for a great deal of the distance, high average speeds were maintained i.e. in the neighbourhood of 50 M.P.H. on running time, and on one section of the road north of Delhi a distance of 131 miles was covered in 130 minutes. Even on this run, there was no sign of boiling although the air temperature was very little under 100° F. {Mr Friese} , on the other hand, on that particular day the consumption was only about 10 M.P.G. which I presume was a natural result of the high speed averaged. This, on running time, (road from Delhi to Lahore 315 miles) worked out at a shade over 50 M.P.H. I would be extremely interested to know if your tests on the continent indicate this very marked increase in petrol consumption on high-speeds. STEERING:- I would be interested to know if there is any material improvement in the later type of the steering since J-2 series, because the amount of road reaction on the steering wheel for driving fast on rough roads is one of the very few criticisms one can make against the magnificent performance of this car. The fact is that the springing and suspension are so good that it is possible to drive quite fast for a long distance on comparatively rough roads so far as passenger comfort is concerned, but the real limiting factor to the speed is the road reaction on the steering wheel. It will be realised that what we call a fairly good road in India would be regarded as distinctly poor surface at Home, and it is only very rarely that one can drive at 60 and more M.P.H. without getting a bit of joggle on the steering wheel. I need hardly say that I have always been careful to check the adjustment of the cross-tube and also to see that the front shock absorbers are in good working order. Apart from this bit of joggle at high speeds on indifferent roads, the steering is a delight. SUSPENSION:- Unfortunately this particular car, being one of the earliest Phantom II's, is definitely sprung too light for overseas conditions and even with the shock absorbers in good order, on a wavy road, the bouncing is the factor which limits the speed, although it is only very rarely that the buffers actually strike the axle. I have not had an opportunity of trying a Phantom II with the stiffer springs which I understand are now available and would be interested to know if fitting of the stiffer springs makes very much difference over the standard when the car | ||