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 report for the Hillman '80' Limousine from 'THE MOTOR' magazine.
| Identifier | ExFiles\Box 128\1\ scan0281 | |
| Date | 1st June 1937 | |
| Handwritten notes: Hs.{Lord Ernest Hives - Chair} What do sales feel about this sort of car. Is it worth taking an interest in it? Rn{Mr Robinson} SG{Arthur F. Sidgreaves - MD} price 1104 HS{Lord Ernest Hives - Chair} Printed text: June 1, 1937. "THE MOTOR" RATIONALIZED ROAD TESTS The Hillman "80" Limousine A full seven-seater car, designed for owner-driver or chauffeur control: impressive in appearance, it costs £395. A Moderately Priced, Roomy and Comfortable Car with a Smooth-running Power Unit WITH a quiet and powerful engine, independent front springing ("Evenkeel"), a synchromesh gearbox and roomy seven-seater bodywork, the latest Hillman limousine is a car which must be considered as a proposition of excellent value. In the normal way the model in question would be classified as a chauffeur-driven type, but the front compartment is quite tastefully fitted out and the leather upholstery is in keeping with the rest of the trimming, so that occasional use could be made of the car with the owner driving. The usual requirements of those motorists who utilize the services of a chauffeur are chiefly concerned with town or city travelling, with a long-distance cruise at intervals. Our test run was devised to ascertain the suitability of the car for these requirements. Our first acquaintance with the Hillman was in the centre of Coventry, and as the time happened to coincide with the closing hour of many factories in the city, we were quickly able to appreciate that from the point of view of the engine, steering and braking controls, little was left to be desired. The power unit is responsive to movements of the throttle without requiring delicate application of the accelerator pedal to obtain a smooth get-away, and the steering is pleasantly light and accurate. Furthermore, the brakes are powerful, although the pedal action is reasonably light. At low engine speeds the unit can only just be heard by the driver, and it is doubtful whether the occupants of the rear seat can tell whether the car is being driven under power or is coasting with the engine stopped. As the middle range of speed is approached the fact that the engine is working becomes more noticeable, but even when running all out, at about 70 m.p.h., the unit is never obtrusive. Such qualities as these are to be expected in a luxury car costing £1,000 or more, but such a high standard of refinement in a car priced at under £400 is noteworthy. Comfortable Seating It is obvious that in planning the bodywork, the first consideration has been given to the provision of really comfortable accommodation for the occupants of the rear compartment. The measurements for the driving seat, whilst being ample for a smallish man, are obviously not suited to the requirements of a 6-footer; but apart from dimensional considerations, the controls are conveniently arranged, the wheel being raked at just the right angle, and the gear and brake levers can be reached without it being necessary to lean forward. The pedals are set well apart. A hint may be offered regarding the action of starting the engine either from cold or when warm. The accelerator pedal should not be agitated either before or during the time that the starter motor is turning the engine, as the down-draught carburetter is of the pump type, which means that as the accelerator is depressed, fuel is pumped into the manifold; so that two or three applications of the pedal mean an excessively rich mixture. If the pedal has, however, inadvertently been depressed once or twice, the throttle should be opened fully whilst the starter motor is in use. In addition to handling nicely in busy roads, the suspension is soft enough to give shock-free travel over really bumpy roads. So easily did the car ride at speeds around the 30 m.p.h. mark, that it was felt that when travelling really fast control might be difficult. So soon as the open road was reached, however, any apprehension on this score was quickly dispelled because the car was always manageable, and even if corners are negotiated at a fast pace the degree of rolling is very small. This Hillman model is really at its best on main roads where mile after mile can be reeled off steadily at about a mile a minute without the driver, or the passengers for that matter, feeling that the engine is being “pushed.” On level going we were able to reach 70 m.p.h. without any difficulty, and in slightly favourable circumstances the speedometer needle could be pushed up to the 80 m.p.h. mark, which is actually a genuine 75 m.p.h. The speedometer was somewhat optimistic throughout the whole speed range, being 2 m.p.h. fast when the needle indicated 40 m.p.h. and 4 m.p.h. fast when 60 m.p.h. was recorded. The capacity for acceleration is, of course, a measure of the hill-climbing capabilities. Both are very good, for it is possible to climb steadily up a hill with a gradient of 1 in 10¼ on top gear, or to accelerate from E5 | ||