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Undid revision 1066808749 by 85.249.42.8 (talk) but it was still produced in 1996, which makes it a valid comparison to the 1997 RT. |
Sidoroff-B (talk | contribs) the RT section claims the R was $147,000 |
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The suspension changes, though seemingly subtle, transformed the soft and less than well-controlled ride of the Mulsanne Turbo into that of a real performer.<ref name="Wood1">Wood, p. 142</ref> Development on improving handling had already begun when Mike Dunn was appointed engineering director in Crewe in February 1983, but instead of the proposed 10% increase in roll stiffness, he demanded 50%. This goal was met by upping the [[anti-roll bar]] rates by 100% in front and 60% in the rear, and by increasing the [[shock absorber|damping]]. A [[Panhard rod]] to anchor the rear [[sub-frame]] was also introduced, reducing side-to-side movement in corners.<ref name="Wood1"/> Spring rates remained the same as on the Mulsanne.
Although official figures were never provided by Rolls-Royce, Motor Trend estimated power output at {{Convert|221|kW|PS hp|0|abbr=on}} with {{convert|660|Nm|lbft|1|abbr=on}} of [[torque]]. Priced at [[USD|US$]]195,000 in the US market, the Turbo R slotted above the [[Bentley Mulsanne (1980–1992)|Bentley Mulsanne S]] and [[Rolls-Royce Silver Spirit]] but $39,000 below the [[Rolls-Royce Silver Spur]].{{source?}}
[[File:Bentley Turbo R 1.jpg|thumb|left|Bentley Turbo R, rear view]]
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