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).
Knocking in 20HP rear shock dampers and potential design changes.
| Identifier | WestWitteringFiles\T\March1929-December1929\ Scan273 | |
| Date | 25th November 1929 | |
| BY: FROM DA.{Bernard Day - Chassis Design} C. to R.{Sir Henry Royce} WOR{Arthur Wormald - General Works Manager}- [struck through] " B. HS.{Lord Ernest Hives - Chair} [STAMPED] DA{Bernard Day - Chassis Design}1/W25.11.29. X5520 re. KNOCKING 20HP. REAR SHOCK DAMPERS. [STAMPED: ORIGINAL] With reference to BY21/N18.11.29., Mr. Royce in R1/M3.5.29. (para. 3.) agreed to the use of a small hole drilled in the valve, and wished it to be adopted subject to no faults being found experimentally. In the absence of any report we assumed that no faults had been found, and that the matter was in order. The last report we can trace is HS{Lord Ernest Hives - Chair}/RM{William Robotham - Chief Engineer}3/EG11.3.29. referring to the proposed use of nitralloy parts in the links. The balanced springs in the connecting rod, and the valve in the piston were discussed some while ago, but not proceeded with because the loss of damping at the change of direction of load had been previously reported to be a disadvantage in axle control. If increased surfaces are what is required it seems strange that the more heavily loaded Phantom 1. damper is not complained of in this respect. A redesign of the damper body and piston will be required for more surface. Since leaks at both ends are used on Phantom 2., and now drilled valves are proposed for standard on Phantom 1.. there seems no reason why they should not be used on the 20HP. DA.{Bernard Day - Chassis Design} | ||