Shock absorber settings and axle ratio for a 6-Goshawk-11 vehicle.
| Identifier | WestWitteringFiles\I\October1922\ Scan54 | |
| Date | 2nd October 1922 | |
| To R. {Sir Henry Royce} from Hs. {Lord Ernest Hives - Chair} c. to CJ. c. to BJ. ORIGINAL Hs {Lord Ernest Hives - Chair} 4/LGL2.10.22. 6-GOSHAWK(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11. X4329 X.4256 [struck through] We realise that the shock absorbers on this car are set with too much friction. They were adjusted to suit the conditions for the bad roads in France. The standard setting for the shock absorbers on the production cars is 30 to 40% less than on 6-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11. We are rather surprised to hear that you are not satisfied with the performance of 6-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11 because the records we have of that car show it to be very good. It is a fact, however, that acceleration and hill climbing are considerably increased with the 13-tooth axle in place of the 14-tooth axle and there is no apparent decrease in the maximum speed. We still feel we should encourage the use of the 14-tooth axle, because 4-Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine))-11 with that axle ratio has satisfied everybody who has ever tried it under normal running conditions. HS. {Lord Ernest Hives - Chair} | ||
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).