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).
Report comparing the ride quality and mechanical noise of American cars (Buick, Cadillac, Pontiac) with their own products.
| Identifier | ExFiles\Box 178\2\ img194 | |
| Date | 19th February 1934 | |
| -3- HS{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer}S/KW.19.2.34. Thus Buick's new small eight definitely breaks into the Chevrolet Pontiac class, while Cadillac's latest effort is definitely right in the Buick class. RIDING. I have so far tried two cars with "Knee Action" - a Cadillac V.8 and Buick 8; and a Pontiac with Debonnet lever scheme. The Pontiac was definitely disappointing for ride, I think they have clearly not yet got their spring rating and damping right. The Buick ride seemed little if any improvement on the 1933 conventional car. Oy. says they have their shock dampers wrong. The Cadillac was the best ride but was too free at the back. The axle "pattered" badly. The car certainly was not entirely free from pitching. One felt jars go through the frame when hitting the edge of a pot hole, presumably due to the rigidity of the wishbone mounting. The steering, a 20-1 overall ratio nearly irreversible, I could not get enthusiastic over. It was not dangerous on the wide flat concrete American highways, but would have been highly unpleasant on a cambered French Route National or a winding English road. However, the same may be said of almost every American car, and we simply have a different set of conditions for which to cater. I feel when I get back to Detroit at the beginning of March I shall get a better impression of these new cars as they will be less experimental by then. MECHANICAL NOISE. There is not the least doubt that the American car, even in the medium priced class, is quieter with regard to front end noise and valve gear than our own products. I have been considerably embarrassed trying to explain away the Bentley tappet noise. The Buick is a fair example of the push rod engine, some of the side valve engines are quieter. I feel that we shall be better off with Textolite, though we can never expect five gears to be as quiet as three. Also that we must get silent hydraulically adjusted tappets all round with the minimum delay. The G.M. scheme is undoubtedly expensive and I therefore got Jardine to give me full particulars of what he is doing, which I enclose. This type of tappet is now capable of functioning satisfactorily as a mass produced article. | ||