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).
Technical review and road test report on the Frazer Nash-B.M.W. 2-litre model, extracted from 'The Autocar'.
| Identifier | ExFiles\Box 126\3\ scan0143 | |
| Date | 1st October 1936 guessed | |
| 6 The Frazer Nash-B.M.W. 2-litre Chassis—contd. dust by a concertina-cover. At the outer end of each arm provision is made for track adjustment. Frame. Particular interest attaches to the construction of the frame. The main side-members are two tubes varying in diameter throughout their length. They are formed by bending round a plate and welding the edges together, the joint being down the inside of the frame. For a short distance the tubes are parallel at the rear in plan view and then taper rather sharply to the point where the rear springs are anchored to it. From here they taper more gently to the front cross-member. In side view the tubes are horizontal to the rear spring anchorage, where they rise sharply over the rear axle. A rather unusual reinforcing member is fitted to each tube. This extends from behind the spring anchorage bracket to the underside of the main tube. It takes the form of a sheet of steel bent in the shape of a U, but of varying depth and with closed ends, the open part being welded to the underside of the main tube. There are only three cross-members. That at the rear is of box formation and situated well behind the back axle. The next cross-member, also of box section, is just behind the gear box, while the front cross-member is a somewhat complicated rectangular construction, short and deep, and having at the bottom, flanges for attaching the shock absorbers and the steering head, while a front extension carries the radiator. Throughout the frame there are, of course, numerous brackets and lugs for the attachment of various parts, all of which are sheet-metal pressings welded to the frame. One particularly interesting feature may be mentioned, that being the provision of two adjustable struts, the lower ends of which are attached to the engine anchorage brackets, while the upper ends, where the adjustment is provided, are on the front standing pillar of the body. It is well known that, particularly on the wide doors fitted to a two-door four-seater, ill-usage will cause the doors to hang so that they rattle or are difficult to shut. With this device such trouble can be readily remedied by merely tightening up these two struts. Referring now to the general dimensions of the chassis, the overall length is 12ft. 10in., the overall width 4ft. 10in., and the track 3ft. 10in. at the front and 4ft. 3in. at the rear. The weight is 16½ cwt., a turning circle of 29ft. 3in. is provided, and the ground clearance is 8⅛in. Extracts from Road Test Reports from “The Autocar” on the FRAZER NASH-B.M.W. THE Frazer Nash-B.M.W. is modern rather than unconventional, for it combines an exceptionally good power-weight ratio, sought after by many present-day designers, but achieved by few, with such up-to-date features as independent front suspension and a frame of tubular construction. The Frazer Nash concern has always set itself to appeal to the specialised market of discerning people who want something ‘different.’ The model tested on the present occasion was the Type 55 two-seater cabriolet. It has a 2-litre six-cylinder engine in a car apparently of small dimensions, and in consequence invites the remark, “it ought to go.” Well, it does. But it must not be supposed that, merely because no space is wasted, driver or passenger is cramped for room, or that the driving position is constricted, or that there is no head room with the top erected. The driving position is more upright than on most English cars, but suffers nothing from that, and the back of the seat is adjustable for rake. An excellent view is possible from the driving seat, so that from the first the driver feels at home in the car. With the head erected, also, he does not feel that he is in a convertible type of car at all. This is owing to the exceptionally luxurious formation of the “hood,” which is well padded all over, is upholstered in the manner of a saloon car, and fits snugly to the screen by means of powerful over-centre cam-fasteners, so that draughts or rattle are impossible. The windows wind up and down in the doors, and draughts are similarly excluded by rubber channels. There is also a roof light, which increases the feeling of interior comfort. For the road however, when the sun shines and an open car is desired, the whole of the top may be folded down, and fits on to the long, rounded, sweeping tail far more neatly than applies to many convertible bodies. It is only when the hood is being furled that one has opportunity to realise how well padded the roof material is, which accounts for the warm comfort of the car in cold weather. Neat spring-operated fasteners catch the hood irons, which are all chromium plated, and an envelope finishes off the open car. This operation is rapid and easily carried out by one person. Something of a shock is in store when the car takes the road. Extreme silence of running is first of all noted, and the absolute lack of effort about everything the car does. The fine power-weight ratio is responsible for this, but no extravagant claims are made concerning the power output, 55 b.h.p. being developed at 3,800 r.p.m.. and maintained steadily without any fuss. The charm of the 2-litre Frazer Nash-B.M.W. lies, indeed, in its light weight, in this ability to produce performance without a really high power output, for the engine feels as though it would go on for ever. The steering is light and another feature which at once commends itself, while as the speed is increased it is discovered that the steering is progressively high-geared, and that there is no tendency for the car to wander, while the car can be “placed” for corners with delightful accuracy. The steering lock is altogether exceptional. Steady cornering is a great feature of the car, and this is due in no small measure to the independent front suspension. Many rough lanes and hills were traversed, without evoking anything but praise for the riding comfort and stability. It is an exceptionally steady and safe car on wet roads, too. Acceleration is the next salient point of the Frazer Nash-B.M.W.—silent, smooth acceleration always “on tap” when the accelerator pedal is depressed. The driver must indeed be wary in built-up areas, for 30 m.p.h. is reached in an astonishingly easy manner. It is worth mentioning that this identical car was driven in the M.C.C. High Speed Trial, when its best lap, officially timed, was 83.7 m.p.h. Acceleration times were enhanced by the delightful gear change. The lever can be moved very rapidly from one gear to another, top and third gears having a synchromesh mechanism. Over 50 m.p.h. on second gear and over 70 m.p.h. on third gear, with acceleration to match, give the driver who likes to use his gear box a real treat. The brakes are up to the standard of the car, that is to say, smooth and effortless. A very little pressure produces a lot of result with no fuss. There is an enormous space for luggage in the tail of this particular body. The spare wheel is enclosed, and the flush-fitting rear number plate is illuminated from the interior. Each separate instrument on the facia board has its own little bulb, each individually detachable. The engine warms up very quickly, owing to thermostatically controlled radiator shutters, enclosed out of harm's way behind a slatted radiator shell. Bosch electrical equipment is fitted, and the head lights have twin-filament bulbs which, with the beams dipped, give a pleasant flood-lit effect right across roads of normal width. Accessibility is another excellent feature of the Frazer Nash-B.M.W. All the wiring behind the dashboard is easily disclosed when the bonnet is opened, and the battery, under a lid{A. J. Lidsey} in the luggage compartment on this model, can easily be inspected. Another item of maintenance is also facilitated, as there is an external oil filter of the self-cleaning type. Oil consumption, incidentally, is remarkably low. The oil filler is exceptionally well placed, in the top of the over-head valve gear cover. The Frazer Nash-B.M.W. is a truly remarkable car. To the man who takes a pride in ownership it is of strong interest. ACCELERATION From steady m.p.h. Overall gear ratios. 10 to 30: 08 sec. 20 to 40: 30 to 50: 08 sec. 3.9 to 1 6.4 to 1 05 sec. 06 sec. 7½ sec. 8.1 to 1 4½ sec. 05 sec. 06 sec. 14.3 to 1 02 sec. From rest to 50 m.p.h. through gears, 12⅘ sec. From rest to 60 m.p.h. through gears, 17⅘ sec. 25 yards of 1 in 5 gradient from rest, 5 sec. SPEED. Mean maximum timed speed over ¼ mile ... 80.36 m.p.h. Speeds attainable on indirect gears 1st ... 28 2nd ... 53 3rd ... 73 Speed from rest up 1 in 5 Test Hill (on 1st gear) ... 20.02 Printed by The Cornwall Press Ltd., Paris Garden, S.E.1. | ||