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).
The performance and proposed design changes for two 20.HP 'Goshawk' cars tested in the South of France.
| Identifier | WestWitteringFiles\J\April1923\ Scan6 | |
| Date | 26th April 1923 | |
| TO CJ. BU. WOR.{Arthur Wormald - General Works Manager} FH. HS.{Lord Ernest Hives - Chair} LHS.{Lord Herbert Scott} SP.{Mr Spinney} SY. E.{Mr Elliott - Chief Engineer} DA.{Bernard Day - Chassis Design} C. CX.{Major Len W. Cox - Advertising Manager} CY. Lord Wargrave. Mr.A.H.Claremont. FROM R.{Sir Henry Royce} ORIGINAL GOSHAWKS IN SOUTH OF FRANCE. X4219 We have had two 20.HP. cars out here this spring. It was very noticeable that the whole chassis had improved for silence, power, and confidence in it's reliability and performance. When the temperature is even approximately correct the power and distribution seems practically perfect, and the engine pulls well down to very low speeds. The No.4.Goshawk open body has climbed La{L. A. Archer} Turbie on top gear with 3 up, and touring spares. No.7.Goshawk with very heavy body - 3 up - climbed to Bormes (Place Lib.) in top gear which seemed to me excellent for so small an engine, a 60.m.p.h. gear, at under 3000 r.p.m., and maximum guaranteed weight. No.4. with large magneto running has noise in dynamo drive. This must be cured unless it does not exist if magneto is disconnected, and which I understand does not exist when fan driven from dynamo. The latest modifications are dealt with in other memos. They are good and important, tending to make the chassis easier to get silent, and remain more silent, etc, in service. Considering all designs must be a compromise, there seems little to regret in the scheme and proportions of this chassis. One point is ought it to have had front wheel brakes; if so designs for these are practically complete. Personally I think it is more practical without, but we shall fit a few to decide this point. A second point is, is it correct to have central change gear unless one has left hand steering; personally most up-to-date people who have once had central prefer it, because of the possibility of a driver's entrance door etc, etc. If preferred however it can be embodied with the front wheel brakes. Comments on these two points will be invited when the experimental models have been tested. If however you think point (2) is needed without point (1) I will be pleased to receive your views. R.{Sir Henry Royce} | ||