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 and performance review of the Hillman '80' Limousine from 'The Motor' magazine.
| Identifier | ExFiles\Box 128\1\ scan0282 | |
| Date | 1st June 1937 | |
| THE Motor June 1, 1937. THE HILLMAN "80" LIMOUSINE Contd. 10 m.p.h. to 40 m.p.h. in 15 seconds, also in top gear. When cruising at 50 m.p.h. to 70 m.p.h., the response of the engine is attractive, and it functions without apparent effort, whilst, under way, the car has sufficient momentum to allow much steeper acclivities than those already mentioned to be taken easily in the stride. Recourse to second gear is scarcely ever necessary in main-road driving conditions. Not only is the top gear reserve adequate for most roads, but the relatively high third (7.16 to 1) has a very good speed range so that even in hilly country, such as in the Lake District, most hills could be climbed at speed. Both third and top gears are fitted with synchronizing cones. Independent Front Suspension The front suspension provides an independent action for each wheel, and it is specially designed to give adequate strength and rigidity in respect to road shocks and braking reaction. A single transverse spring connects the wheel pivots which are controlled by longitudinal radius rods at the bottom and by transversely disposed radius arms at the top, the whole system being damped through the medium of Luvax hydraulic shock absorbers. Steering is assisted so far as accuracy and steadiness are concerned by the box girder frame. During our test, which was conducted over all sorts of roads at high and low speeds, we were unable to evoke any suspicion of wheel "wobble," "shimmy" or "tramp," whilst the action of the suspension during cornering was a matter calling for favourable remark. Mention must be made of the brakes because, although the pedal application is purely mechanical, the effort required for an emergency stop is quite reasonable. This fact is undoubtedly accounted for by the servo action of the Bendix shoes. Despite the good figures shown in the tabulated data panel, they might have been even better had the rear compartment been occupied, for the rear wheels showed a tendency towards skidding, which is entirely attributable to the fact that the car was running light. Features Summarized Altogether this Hillman limousine is a car built on modern lines with a performance and specification which should make an appeal to the type of owner who requires a chauffeur-driven car at moderate cost. The general equipment is all that can be desired, and Triplex Toughened glass is fitted to the windscreen and all the windows. (Above) The occasional seats (which fold away when not required) have particularly high squabs — an unusual feature, enhancing their comfort considerably. (Right) dimensioned diagram of the coachwork. [DIAGRAM DIMENSIONS] FRONT CUSHION WIDTH = 50" FRONT SEAT FIXED WIDTH OF REAR SEAT CUSHION = 40" HILLMAN '80' LIMOUSINE The Motor TABULATED DATA—HILLMAN LIMOUSINE ENGINE Six cylinders; s.s.v.; 12-volt coil ignition; 75mm. by 120mm. (3,181 c.c.); rating, 20.9 h.p. Tax: £15 15s. SPEEDS *Maximile mean timed speed .. m.p.h. .. 70 Maximum mean timed speed .. .. 70.6 Best timed speed .. .. .. .. 71 Speed reached on third .. .. .. 52 Speed reached on second .. .. .. 31 METERED PERFORMANCE† Pull lb. per ton. | Gradient climbable. Top (4.89 to 1) .. 220 | 1 in 10.2 Third (7.16 to 1) .. 300 | 1 in 7.5 Second (12.1 to 1).. 500 | 1 in 4.2 First (18.1 to 1) .. 750 | 1 in 3 Petrol Consumption: 16.8 m.p.g., driven hard. Stromberg downdraught carburetter. 14-gallon rear tank. Gearbox: Four forward speeds, central control, synchromesh third, top. * Speed timed over ¼-mile after accelerating for one mile from rest through the gears. † Pulling power and brake efficiency are recorded by Tapley and Ferodo-Tapley meters respectively. MEASUREMENTS W.b., 10 ft. 6 ins.; t., 4 ft. 10 ins. and 4 ft. 11½ ins.; l., 15 ft. 10 ins.; w., 5 ft. 11 ins.; g.{Mr Griffiths - Chief Accountant / Mr Gnapp} clce, 7½ ins.; turning circle, 46 ft. dia. ACCELERATIONS secs. 10-30 m.p.h., third gear .. .. 6.4 10-30 m.p.h., top gear .. .. 9.6 30-50 m.p.h., top gear .. .. 13.8 0-50 m.p.h., through gears .. 19 Standing ¼-mile, through gears .. 25 METERED BRAKE TESTS‡ Efficiency % | Distance ft. Pedal only, from 30 m.p.h. 86 | 35 Pedal only, from 50 m.p.h. 74 | 112 Hand only, from 20 m.p.h. 66 | 20¼ (Bendix Duo-Servo; central hand lever) Price: Limousine, as tested, £395. Wheels: Pressed-steel panel type with Dunlop E.L.P. 6.50 ins. by 16 ins. tyres. Weight: Unladen, 35 cwt.; as tested, with one up, 37 cwt. B6 | ||