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).
Reprinted road test review from 'The Motor' magazine, featuring performance graphs for a Phantom II Saloon.
| Identifier | ExFiles\Box 92\2\ scan0173 | |
| Date | 24th September 1929 | |
| Reprinted from The Motor September 24, 1929. NEW ROLLS-ROYCE ON THE ROAD First Road Test by “The Motor.” Features are Excellent Acceleration, Silent Running, Riding Comfort and Unusually Light Steering. The car tested, fitted with a Barker sports saloon body. ACCELERATION far above the average, almost unbelievably light steering, powerful and smooth-acting brakes and an unusually easy gear change are the salient characteristics of the latest model Rolls-Royce. We were able to make a short but thorough test on one of the latest chassis, equipped with a fine sports saloon body by Barker. We were immediately struck with the lower build of the vehicle and the greatly reduced overall height. Driving through the traffic from the showrooms of Messrs. Rolls-Royce, Ltd., 11 Conduit Street, we observed that all the characteristic features of previous Rolls-Royce models have been retained, such as the getaway on third or top gears, the smooth, effortless progress, the almost uncanny silence. In a few moments we had been given a vivid demonstration of the greatly improved acceleration which results from the higher power-weight ratio. We have seldom found any car, even of the acknowledged sports type, gather speed with such rapidity as this comfortable Rolls-Royce saloon. On the open road we found that the car handled very well indeed, the steering being quite the lightest we have ever come across on any type of car; the springing was excellent, the car floating, as it were, over bumpy and pot-holed surfaces with the same silence that characterized its progress in traffic. The gear-lever, on all ordinary roads, need scarcely ever be touched, so flexible is the big six-cylinder engine. Nevertheless, we made several changes up and down to ascertain the ease with which this manœuvre might be executed; the gear change was not only rapid but exceptionally easy, while the running was very quiet on the intermediate gears. The clutch, needless to say, was very smooth, so that a standing start could be made on top gear, if desired. The principal feature of the brakes is the extreme smoothness with which they operate; only the lightest touch is required to bring them into action, when they will arrest the progress of the car in a commendably short distance. An idea of the power of the brakes and also of the acceleration may be gathered from an examination of the two curves which we publish. The new type of engagement for the starter results in a smooth and silent engagement of the pinion with the rim of the flywheel. Once the engine is started the car will accelerate smoothly away from rest on top gear, and at about 4 m.p.h. or 5 m.p.h. on the accelerator pedal can be sharply depressed, when the car will gather speed with absolute smoothness, considerable rapidity and freedom from pinking provided the ignition is very slightly retarded. Throughout its range the engine is, needless to say, absolutely free from vibration, and it is difficult indeed, except for the surging power which sends the car flying along the roads or racing up hills, to realize that there is an internal-combustion engine under the bonnet. Better cornering results, of course, from the lower centre of gravity, and the car as a whole seems eminently roadworthy. It should be capable of putting up excellent average speeds. We were not able, in the course of a necessarily short test, to ascertain the maximum speed on top gear; in our opinion, however, it should be well above 80 m.p.h., for we exceeded 70 m.p.h. on an up-grade with the car still accelerating rapidly. Similarly, on third gear, although it attained a speed of 50 m.p.h., it was quite evident that there remained a considerable amount of power in hand. The hills of moderate gradient which were encountered on our run were ascended as readily as if they had been stretches of level road. Like all Rolls-Royce productions, the car we tried was very easily handled for so large an automobile, thanks to the big steering lock. It would be lighter, indeed, for a lady to handle in traffic than a good many much smaller cars on account of its extreme responsiveness to all the controls and the small amount of energy needed to operate them. The price of the short chassis is [...] that of the long chassis being [text cut off] (Right) Braking distances, using the pedal only. ROLLS-ROYCE PHANTOM II SALOON BRAKING CURVE ROAD - DRY CONCRETE (Left) Figures showing the very rapid acceleration of which the car is capable. ROLLS-ROYCE PHANTOM II SALOON ACCELERATION CURVES ROAD - DRY CONCRETE | ||