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).
Visit to M. Olley at Vauxhall Motors to discuss steering systems and suspension layouts.
| Identifier | ExFiles\Box 153\1\ scan0059 | |
| Date | 23th September 1937 | |
| 1300 By.{R.W. Bailey - Chief Engineer} from from Rm{William Robotham - Chief Engineer}/FJH.{Fred J. Hardy - Chief Dev. Engineer} c. to Hs.{Lord Ernest Hives - Chair} c. to Da.{Bernard Day - Chassis Design} c. to Mx.{John H Maddocks - Chief Proving Officer} c. to Rm{William Robotham - Chief Engineer}/Les.{Ivan A. Leslie} REPORT ON VISIT TO M.OLLEY AT VAUXHALL MOTORS. 17.9.37 This visit was the result of a letter from Da{Bernard Day - Chassis Design}/DB.{Donald Bastow - Suspensions} to Olley enquiring for certain information he required for his paper on 'Steering Problems and Layout', and the opportunity was taken of including Rm{William Robotham - Chief Engineer}/FJH.{Fred J. Hardy - Chief Dev. Engineer} The primary object of the visit was to observe the behaviour of one of the Vauxhall chassis on the bump rig, but a number of other subjects were eventually discussed. Steering Olley criticised the amount of geometry error in the suspension layouts we use on Wraith and Wraith wheel movement on Ph.III. The effect of this error would be to necessitate more sponge in the steering to obtain freedom from joggles. The attached curves show these errors and the swing axle effect for Buick, Wraith, Ph.III with Wraith movement, and standard Ph.III. The layout should be such that the error that does occur should be on rebound rather than bump. In this respect our layouts are correct. Olley attributed joggling on corners to the inside wheel, which approaches the rebound buffer where geometry and swing axle effects are greater than in the normal position. While this may be true on cars which roll badly we do not think it is the cause on Wraith movement Ph.III, as it was found in France that side steering tube springs with sufficient travel not to go choc-a-bloc on corners overcame the trouble. It is desirable to approach the condition of equal parallel wishbones by keeping the yoke piece as long as practical. Vauxhalls have had some trouble with low speed wobbles which they have cured by using plain pivot thrusts. According to Olley's figures the total friction in the Vauxhall 25 system is 3.5 lbs/ft. at the road wheels. This is only slightly less than the total on Ph.III, which we can hardly believe. Olley said that the front crossmember as used on American wishbone systems is an excellent sound box and noise is conveyed from this to the inside of the car via. the centre steering lever, side steering tube, and steering column. An | ||