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).
'Autocar' magazine road test of the 17 HP Frazer Nash-B.M.W. Type 327 Cabriolet.
| Identifier | ExFiles\Box 128\3\ scan0032 | |
| Date | 14th April 1939 | |
| File for RM{William Robotham - Chief Engineer} 1104 625 April 14th, 1939. The Autocar THE AUTOCAR ROAD TESTS No. 1,271.—17 h.p. FRAZER NASH-B.M.W. TYPE 327 CABRIOLET MUCH is heard of sheer maximum speed, and often the importance of the subject is exaggerated when it is remembered that not invariably can a car be driven happily at a figure close to its maximum; nor, of course, do by any means all British roads allow really high speeds to be kept up. It is refreshing and unusual to encounter a car specifically designed to cruise at 80 m.p.h., as is the case with this Type 327 Frazer Nash-B.M.W. This particular model, known as the Sports as distinct from the Fast Tourer version at £100 less, carrying either a fixed-head coupé or a drop-head cabriolet two-door body, possesses the same design of engine as the Type 328 T.T. two-seater, which has shone in all kinds of competitions. This engine is developed from the basic 2-litre six-cylinder with push-rod-operated overhead valves. One of its most important features for sustained high performance is a forward-mounted oil radiator, through which the whole supply is continuously circulated for cooling purposes, and also lead-bronze big-end bearings are employed. It is of more than passing interest that, as already announced in The Autocar, arrangements are in train for building the Type 328 Frazer Nash-B.M.W. in this country, and it is understood that similar arrangements are intended to follow for other models. A remarkable car is this Type 327 from the point of view of fast touring. It is primarily a two-seater, with occasional three- or four-seater accommodation, and whilst the cabriolet body is sturdily built, the weight, due to careful designing is low, though not for a moment does the car feel flimsy. Rapid acceleration and astonishingly easy running at speeds representing the all-out maximum of many a car are the keynotes of its performance. The acceleration is brilliant, not only in the sense of the car being able to get away swiftly from rest, even with moderate use of the gears, and to reach quickly the speeds around 50 and 60 m.p.h. that are largely employed on the faster kind of car in this country, but also as regards the acceleration rate being maintained extremely well up into the seventies and eighties. So much is this the case that during a 500-mile run a driver scarcely ceases to marvel at the rapidity with which high speeds are attained, up long main-road gradients as well as on level roads. The performance is all the more striking in view of the reasonable size of the engine of this model. On the high top gear of 3.9 to 1, 1,000 r.p.m. gives very nearly a full 20 m.p.h. The speedometer proved to be not more than 3.9 m.p.h. fast at 80, 3.3 at 70, 3.1 at 60, 2.8 at 50, 2.2 at 40, and 1.8 at 30, whilst the highest reading shown during the timing of maximum speed was almost exactly 100 at a rev counter reading of approximately 4,900 r.p.m. Taking into account the outstanding stability for fast cornering, the readily reached and held high speeds, and the braking power available to give complete confidence, it is difficult to imagine a faster car on a given journey. Nor is there any sense of stress in the driver himself. At high speeds the engine remains silkily smooth and also quiet, both mechanically and as regards the exhaust. At Its Best at Speed In fact, this machine is at its best when running fast, settling down absolutely happily. During town work and for pottering the gear box needs to be used freely, the ratios being high and the engine showing a tendency to become uneven and thus introduce transmission snatch if left to pull at much below 25 m.p.h. on top gear. Third suffices often rather surprisingly for the slower running, and from the usual 40 m.p.h. approach the car took the 1 in 6 3/4 hill on that gear at not less than 30 m.p.h. up to the final acute corner. A more vivid climb could, of course, have been made by using second. Third is silent and has first-rate synchromesh. The latest examples have an all-synchromesh four-speed gear box, whereas the machine tested had a free-wheel first gear, the free wheel operating on that ratio alone. The synchromesh lends itself to either normal changing or decidedly rapid methods. The high first gear is felt a little when starting from rest, but a restart can be made on 1 in 4, and the test figure on the 1 in 5 gradient is excellent. Apart from the lateral stability afforded, the suspension [Diagram Text] Top View: Track 4' 3 1/2" Wheelbase 9' 0" 14' 8 1/2" 5' 3" Side View: Overall Height of Car 4' 7 1/2" Door Gap 41" 37" Seat Adjustment Rear Axle Position Seating dimensions are measured with cushions and squabs uncompressed. A 47 | ||