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 on the Type 320 Frazer-Nash-B.M.W. from 'The Motor' magazine.
| Identifier | ExFiles\Box 126\3\ scan0117 | |
| Date | 5th April 1938 | |
| Reprinted from The Motor April 5, 1938 The Motor ROAD TESTS The Type 320 Frazer-Nash-B.M.W. Outstanding Suspension and Brisk Performance Narrow window frames and vee screen give good all-round vision. THE Type 320 Frazer-Nash-B.M.W. comes into a class of which there are few examples on the British market, yet it is a car admirably suited to British motoring conditions. Coming in size between the smaller short-wheelbase types and the big Type 326, it is compact enough to thread happily through crowded traffic on narrow roads; large enough to seat four people in comfort with reasonable enclosed luggage space. By clever design the weight of the full four-seater saloon has been kept well below a ton, and this, coupled with an efficient 2-litre six-cylinder engine, gives a maximum of nearly 80 m.p.h. and a commanding road performance usually to be obtained only by much greater expenditure on tax, insurance and fuel. Performance Expectations All the familiar Frazer-Nash-B.M.W. characteristics are there, speed, rapid acceleration and an independent front suspension which combines road holding with unusual comfort. Because of the reputation the marque enjoys there is a tendency to expect a sporting performance from what is essentially a car for everyday use and its performance certainly compares favourably with many so-called sports cars. The steering is very light and high geared so that the car can be taken through sharp bends and past other traffic with a flick of the wrist in a most satisfying manner. The brakes require no great pedal pressure, yet they give a swift stop with real stability when used hard at speeds of 50 m.p.h. or 60 m.p.h. Independent front suspension is by the familiar transverse spring and provides a very good combination of comfortable riding and accurate road holding. Even when going to such extremes as taking unmade roads full of potholes at 40 m.p.h., or charging over bumpy level-crossings, the car keeps a dead straight course with a remarkable freedom from jolting and pitching. Its steadiness under such conditions is equalled by few other cars and even in the rear the passengers remain normally seated. This fine indifference to road inequalities enables the driver to maintain his cruising speed almost regardless of inferior surfaces with consequent benefit to the average speed, and without any special effort 50 miles and more are covered in the hour. No attempt has been made to sacrifice convenience to an ultra-low build; indeed, the headroom in the rear seats is unusually good; yet it is possible to corner safely at speeds much higher than the ordinary owner driver ever employs. The only limitation is imposed by the large low-pressure tyres which assist greatly towards the riding comfort, but can with advantage be run at higher pressures for really fast cornering without appreciable sacrifice of comfort. High speeds over poor surfaces also emphasize the quietness and freedom from drumming of the coachwork. The engine is so flexible and smooth as to encourage laziness with the gearbox and the car will do much of its work in top gear, maintaining its cruising speed up sharp gradients with the easy assurance of much larger-engined vehicles. When pulling hard from low speeds the engine is audible, although not unpleasantly so, but as the speed rises it seems to become progressively quieter and cruising speeds up to 70 m.p.h. can be maintained with a commendable freedom from fuss and noise. Synchromesh engagement provides an easy change between third and top gears. Double de-clutching is desirable to ensure a silent change into second or first, but second gear is used for starting in the normal way. Ventilation arrangements deserve special mention. There are two scuttle ventilators with controls on the dash and fresh air is filtered vertically through grilles set above the instrument panel without inducing draughts in any part of the car. On the doors, in addition to the winding windows, there are adjustable flaps facing forward. At Wide doors and tilting squabs give easy access to the rear seats. A fume-consuming arrangement connects the breather with the carburetter intake. Neat cases on the scuttle house tools and fuses. Below them are reservoirs for brake fluid and one-shot chassis lubrication. | ||