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).
Comparison of American and British car testing facilities, performance philosophies, and potential design considerations.
| Identifier | ExFiles\Box 178\2\ img141 | |
| Date | 4th April 1934 | |
| -18- In spite of the fact that the American Manufacturer has zero weather at his elbow for testing for four months in the year, he makes extensive use of the cold room during the remaining eight months. As our products are sold all over the world ~~we think that the factory should certainly have cold room equipment.~~ In the same way, with the coming of aerodynamic body outline, wind tunnels are making their appearance. It would seem to be worth consideration to determine if, in conjunction with our aircraft commitments, we have not sufficient air flow problems to justify building such a piece of research apparatus. Motoring through but a small part of the United States has impressed us with the almost unlimited facilities for road tests under every conceivable type of road and atmospheric condition that are available on the North American Continent. This being so it is indicative of the thoroughness of the American manufacturer to find that even a self-contained firm like Packard, with a relatively small production, run quite an extensive proving ground of their own. We do believe that one of the most useful things we can do is to select one or two American cars incorporating features the desirability of which, from an economical production point of view is unquestionable, but the reliability and silence of which is a matter of controversy, and by running them through our standard endurance road tests, obtain the complete answer. The new La{L. A. Archer} Salle seems to us to be a possible candidate for a test of this nature. We are fully convinced in our own minds that the ~~American policy of subordinating performance to silence and smoothness on the big luxury car is the correct one.~~ We have the Bentley range for the sporting owners, and our experience is that this size of car is far more suitable for high speeds under English road conditions than the 40/50. It appears to us that for optimum slow running, slow speed pulling and tractability generally, there is a great deal to be said for the American almost universal practice of having exhaust and inlet on the same side of the cylinder head, a single carburetter and a thermostatically controlled hot spot, and that we should consider this arrangement as an alternative for the SpectreCodename for Phantom III if the Cadillac meets with general approval. Hs{Lord Ernest Hives - Chair}/Ru. | ||