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).
40-mile road test of the '4. Goshawk' car, providing feedback on steering and carburation.
| Identifier | WestWitteringFiles\J\January1923\ Scan106 | |
| Date | 29th January 1923 | |
| R.R. 585A (100 T) (S.H. 159. 11-8-20) G.{Mr Griffiths - Chief Accountant / Mr Gnapp} 2800 TO HS{Lord Ernest Hives - Chair} FROM R.{Sir Henry Royce} c.c. to CJ. BJ. PN.{Mr Northey} c. to WOR.{Arthur Wormald - General Works Manager}BY. EP.{G. Eric Platford - Chief Quality Engineer} ORIGINAL RE. 4. GOSHAWK. X4219 On Sunday I took this car about 40 miles and was very pleased with it's power, speed, and silence. (1) STEERING. This as you will remember was not our standard and is a combination which we have decided to abandon, that is, we will not attempt to anchor the springs at the rear end at the present, because in this position we cannot with the present arrangement get any better geometry than our standard anchorage at the front. The plain thrust also makes the steering too heavy and unless we can get an intermediate degree of irreversibility I think we should not attempt to use this. For 4.Goshawk's use in France I would like you to fit radius rods which gives the correct geometry, no springs in the joints of the steering tube, and the ordinary ball thrust with standard lean of pivots. I understand that you consider this the best combination that we have tried, until we can find something slightly less reversible. (2) CARBURATION. The carburation seems good with the following exceptions:- (a) The taper on the low speed jet appears somewhat too quick, a slight change in the control making the mixture too rich or too poor at slow speeds, and suggests the taper of the restrictor being altered to about half the amount. (b) The other point noticed about the carburation was that when cold the carburation at full throttle low speed is not good. We are studying this point but you might endeavour to fit to this car a second spring in a position in which the ordinary (light) pressure of the foot will open the throttle sufficient for full power at say 500 revs. Whereas with the extra pressure of the foot (1) | ||