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 discussing testing and component selection for steering, wheels, tyres, and springs.
| Identifier | ExFiles\Box 46\2\ Scan198 | |
| Date | 21th April 1922 guessed | |
| -5- Steering levers. After some difficulty we were able to test obtain a new type Goshawk front axle in order to test the steering levers on the joggling test, but after this had run 20 hours, the steering pendulum lever used for this test, broke down. Wor.{Arthur Wormald - General Works Manager} has now come forward and convinced TMW. that the testing of the Firths front springs on the bumping rig is of more importance and as we had not another front axle for this Job, the joggling test was ber broken down and preference given to the front spring test on the bumper. Do you still consider the joggling test is of vital importance now that the question of weak steering levers appears to have died down? As a matter of fact we have now in hand the latest instructed lever for the front end of the steering connecting tube. In the meantime we are pressing for another front axle and we could continue this test at a later date. Dover steering wheels. Roy.{Sir Henry Royce} is pressing for settlement of this matter, but the only feature I know stopping us from using this is the breakage test. We have today obtained a further supply of wheels and RHC.{R. H. Coverley - Production Engineer} is now rigging up test tackle for the breakage test. Have you any comments to make in regard to this matter? I take it that the breakage test required is a torsional test in which the hub will be anchored and the load applied to a lever which is attached at various points to the rim of the wheel and the deflection under various loads and breakage point recorded. Tyre pressures. In looking up the tyre pressures as recommended by both Michelins and Dunlops. According to the load specified the pressures with either Dunlop or Michelin scales should be about what you specify, but both Dunlops and Michelins distinctly state the minimum pressure for each tyre should never be less than 55 lbs. and that the 32 X 4 1/2 I mentioned to you previously that we proposed trying the Belgrave tyres on 7-Goshawk-11. Roy.{Sir Henry Royce} is rather anxious to obtained some settlement re. tyres. Have you any special comments to make in regard to such recommendations in view of what experiences you have so far had with these tyres. We do not think we shall have any difficulty in getting the makers to supply to us tyres and to eliminate the tyre pressures as marked on the tyres but whether they will agree to the low pressures we are recommending is a point we shall have to thrash out. In view of the importance that tyre pressures now have in the riding of the car, we feel it would be a good thing for a name plate to be fixed on the chassis specifying the weight on the front and rear wheels and tyre pressures as recommended. Springs. Roy.{Sir Henry Royce} is pressing for a settlement as regards springs. Have you any comments to raise in connection with this matter. Although eventually we hope to use Firther springs, until we are satisfied with these springs we shall have to rely on supplies from Woodheads, and whether we use the R-R deisg design contd:- Handwritten notes: (To the left of 'Steering levers'): Bumper test better test. levers as we have been able to obtain a steering lever on joggling test. (To the left of 'Dover steering wheels'): The most useful point is the attachment of the lever rim to an centre x (Above 'Tyre pressures'): We are all absolutely straight side enthusiasts we do not believe this job could be done with clincher tyres. (To the left of 'Tyre pressures'): Dunlop tyres are acting well we could not recommend for Pat. but we can't see why. (To the left of the last paragraph of 'Tyre pressures'): Good idea (To the left of 'Springs'): R.R. design should be used under Rague's order as a trial | ||