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).
From 'R' discussing the quality of English coachwork, chassis stiffness, and tyre specifications for various models.
| Identifier | WestWitteringFiles\Q\April1927-June1927\ 6 | |
| Date | 4th April 1927 | |
| TO HS.{Lord Ernest Hives - Chair} DA{Bernard Day - Chassis Design}/EV.{Ivan Evernden - coachwork} BY.{R.W. Bailey - Chief Engineer} FROM R.{Sir Henry Royce} (At Le CanadelHenry Royce's French residence.) C. to BJ. LHS.{Lord Herbert Scott} PN.{Mr Northey} C. CWB. Sc. E.{Mr Elliott - Chief Engineer} ORIGINAL COACHWORK. X8830 Z5830 [STAMP: REC'D & DESPATCHED FROM WW. 8.4.27.] I agree with HS.{Lord Ernest Hives - Chair} that English bodywork is in many cases far from satisfactory, in spite of its enormous price compared with pre-war figures, and continental work. I am in favour of a chassis that has to run for a long trial in France being fitted with a good French body, either a real Weymann or similar to those we see on good cars like Panhards, to find its relative endurance, weight, and value, generally. I am now fairly pleased with the Barker-Beatonson 40/50 I have here, which last year was an utter disgrace, particularly in the Barker part - flabby door posts, jellying scuttle, etc, - and it is a useful all-weather type, much better than an ordinary open body, of convenient size, but is probably out of date now. The body on the 20HP. Barker cabriolet de ville is much too heavy for this chassis. Regarding DA{Bernard Day - Chassis Design}/EV{Ivan Evernden - coachwork}'s memo. of 30/3/27., - N.sch. 2381. - I quite agree with the remarks, and I am pleased that it is now generally acknowledged that the Barker construction of scuttle of a year or two back was very defective, and I am not sure that it is even now entirely satisfactory. The suggestions of strengthening and stiffening are very necessary and should be done to all defective bodies on RR. cars, especially the trials and test cars. This fault was thought to be our chassis, but I repeatedly pointed out the body defects must be cured before chassis short-comings could be judged, and that this excessive movement at the dash was not due to our chassis. At the moment I am very interested in better riding qualities because on any but the best roads this is the most noticeable feature of a good luxury carriage. Between us it has been considered that the seats should be as far forward as possible, and for the 20HP., I should like a light covered body to carry three abreast, and certainly favour that the driver should be in his correct 'D' position, and the two passengers about 9" further back. And for the 40/50, a luxury 4 seater, two on each seat, or to carry six at a tight pack for a short distance, these seats being as far forward as possible with trunk case and two spare wheels behind. As regards tyres, the 7 1/2" for 40/50 are excellent, and the 6" for the 20HP., but these are a few inches too large in dia. Something should be done to force Dunlop's into providing a well-base rim about 19" dia., to take 6" tyres at about 35 lbs. running pressure. R.{Sir Henry Royce} | ||