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).
Urgent design improvements for the radiator, shock dampers, and shutters on 25HP & P.2 car models.
| Identifier | WestWitteringFiles\U\2January1930-September1930\ Scan116 | |
| Date | 13th May 1930 | |
| HS.{Lord Ernest Hives - Chair} [REDACTED] ) FROM R.{Sir Henry Royce} DH.{D. Henderson - Showroom} [REDACTED] ) (At Le CanadelHenry Royce's French residence.) C. to SG{Arthur F. Sidgreaves - MD}, WOR{Arthur Wormald - General Works Manager} C. to RG{Mr Rowledge}, PN{Mr Northey} ORIGINAL CAR WORK - 25HP. & P.2. URGENT ITEMS. R1/M13.5.30. x577o x777o. x Most of these are probably on test in France, but may also be awaiting my encouragement. (1) CENTRAL CONTROL OF RADIATOR (HS{Lord Ernest Hives - Chair}' IDEA.) This seems so good that it should be pressed forward for general production. It will be remembered that we have continually lowered the frame and increased the height of the radiator, and so made the movement of the top part (filler or mascot) greater and more apparent. Also, such a mass will actually travel nearly twice the distance of the applied deflection, and carry the frame with it. Probably the new mounting allows the frame to have its own period much higher than when the radiator was firmly attached to it, and now may bear stiffening torsionally to any extent by tubes, cross, or engine, should we wish to do so, for the sake of the bodywork. I have thought for a long time that good steering asked for lateral stiffness, and this we tried to get with the diabolo rubber mounting. It is probable also that if we have a stiffer frame by tubes we can have a stiffer engine mounting. Does HS{Lord Ernest Hives - Chair}' idea of mounting become patentable? If so there should be a patent in his name. One of the mysteries is how do others escape the trouble? I should like a stiff frame if possible so that we can better damp the front axle against tramping, and also to save the bodywork against wracking by the road twisting the frame. This was the idea of the cross, which seems to have brought up the natural period of the frame to that of the tramping speed of the front axle. (2) The second thing of importance is to alter the lubrication scheme of the shock damper connection - R's wish - because this is so very liable to cause loss of oil to the dampers, which would be fatal to the reputation of the riding of RR. cars. We decided to get the oil from the axle which seems much easier, and we should still do so, although I am not very pleased with the details of the connections from the frame to the axle, inside the pin having become involved, or been carried out with parts that do not seem simple and good enough to be called practical. Can DA.{Bernard Day - Chassis Design} with help from E.{Mr Elliott - Chief Engineer} and HS.{Lord Ernest Hives - Chair} devise a simpler more straightforward scheme, more suitable for Australia. (3) The next point is the thermostatically operated shutters. In spite of our careful working out at WW. it now seems better to make them double acting with easy means of detachment in the event of wishing to open them for all-time, say in hotclimates etc. This will cancel the powerful spring at least, but I fear we ought to keep the more gentle spring, so that if really loose they will not rattle, and the vibration will take up the slack always one way. My particular point (1) | ||