Yep, and Rolls used it right up until the very end, when GM finally pulled the plug on Hydra-Matic production in 1967, long after their car divisions had switched over to Hydramatic 350 and Hydramatic 400. The original Hydra-Matic was not only the first successful automatic, it was also one of the best automatic transmissions this planet has seen. Only when transmissions got injected with electronics and computer controls have they bettered the original's efficiency. And it was the only automatic that was battle-tested in a World War. PS: It passed the test....
The very moment we saw the decline of automotive civilization begin corresponds to the exact instant that they did away with the last wing window. In addition to being excellent at moving air into the cabin, they were also cheaper to break and easier to replace than a full door glass if you happened to lock your keys in the car while it was running and you were stuck outside in a downpour all alone and far from home of any help. Don't bother asking me how I know: I think you can figure it out...
The compressor on GM's original air conditioning system as installed in 1953 Cadillacs and Oldsmobiles did not have a clutch at the pulley; it was a drag on the engine full-time all the time. When the system was turned "off", a solenoid switch would shunt the Freon, bypassing the evaporator. The refrigerant was still pumped through out the system. And, the evaporator/fan assembly was huge, taking up a third of the trunk space. In 1954, Nash, using expertise from it's Kelvinator division, installed an electrical operating clutch on the compressor, and put the evaporator behind the dash, integrating the A/C with the heating system.
The above article betrays the writer's youth and inexperience, other than commenting on cars far removed from their original intent, element, times. The most devoted owner would hardly use quality and Muira in the same sentence, the Jaguar E-Type not of the quality of the preceding XKs, even Sir William Lyons, while still on Coventry's board, admitting, "We could never get our XK quality up to Porches levels," and Stirling Moss, long before knighted, suggesting "the E-Type is the dumb blonde of sports cars."
Anyone stuffing air conditioning in a sports or serious high-speed grand touring car counters the machine's purpose. Roll the windows down partially, or drive minimally attired. What part of "weight is the enemy" don't such folk grasp?
As for the idea all of the mere 18 Rolls-Royce Phantom IVs built better served by a lurching HydraMatic, it would seem Mr. Gillogly unfamiliar with smooth clutch and gearbox, silkier than the preceding in knowing hands. No mention that these F-head 346-ci (same displacement as 1937-48 Cadillac L-head V-8) the only straight eight powered R-R ever produced, the engine othewise used in airport tugs, Dennis fire trucks, military vehicles.
Perhaps young Brandan should experience a well fettled 1930s Packard or Pierce-Arrow 384-ci inline eight, the latter with hydraulic valve lifters, or a 1940-50 Packard nine-mained 356-ci with manual and overdrive.
Context comes in handy. Either have a vintage and/or performance car on its original terms, or stick with less interactive modern fare. Do not sully the former with attributes-- if that's what they are beyond laziness -- of the latter.
Finally, and again: Might we have articles about just cars, regardless of price du jour or decade, without endless money, money, money talk, as tho' hanging the latest price imbues understanding of a complex piece of machinery?