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).
Analysis of the effects of a front stabilizer on vehicle handling, steering, and tire wear.
| Identifier | ExFiles\Box 170\2\ img240 | |
| Date | 12th January 1935 guessed | |
| -2- (5) Gives a lighter steering and less spin-back effect when emerging from a turn. (6) Reduces wheel fight enormously. (7) Gives a quicker response to the steering. (8) Permits higher inflation pressures in front tires without wheel hop. Doubtful points to be cleared up are:-- (1) Occurrence of front skids on ice or in emergencies on wet roads. (2) Increased shaking of frame and engine in open phaetons, etc. But this can be greatly reduced by setting the stabilizer rod back of the front wheels, running it across the frame under the crankcase. It is no difficulty to drop it if the rear half has to be dropped. (3) Increased difficulty in holding rear wheels on the ground when stabilizer is removed? This can be done by increasing the rear shock absorber setting and reducing the front. The stabilizer should be such that the rotary stiffness of the total front end (in lbs-feet per degree) is nearly double the rotary stiffness of the rear. If you work this out you will find that (because of the inclined roll axis) this means that on a turn the difference between the load on the inner and outer tires is equal at the front and at the rear. This difference in loading is one of the chief factors affecting drift on a corner, since both the inner and the outer tire lose cornering power due to the load change. When the front stabilizer is rightly proportioned the driver gets exactly the impression you would expect, ie - both ends of the car have an equal drift tendency. The lighter steering is because the frame no longer twists on a turn, so the front wheels don't roll so much. This is also the reason for the quicker response. The less front tire wear is because the front wheels, not rolling so much, go round corners at a less slip angle. The less rear tire wear is because the rear tires, not being tremendously over and under-loaded, go round corners at a less slip angle. Also there is not the same tendency to lift the inner rear tire till it "buzzes" on a hard turn. We have a big flat concrete "plate" at the Proving Ground on which we test these things. | ||