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).
Increased front spring stiffness and camber to resolve steering issues for cars in India.
| Identifier | ExFiles\Box 106\1\ scan0025 | |
| Date | 6th May 1925 | |
| To Hs.{Lord Ernest Hives - Chair} from R.{Sir Henry Royce} c. to CJ. Wor.{Arthur Wormald - General Works Manager} c. to DA.{Bernard Day - Chassis Design} BY.{R.W. Bailey - Chief Engineer} X.5410 S E C R E T. R2/M5.6.25. I N D I A.{Mr Adams} FRONT SPRINGS. X.5410 Now we are fully satisfied that the steering is upset by the turning over of the axle, caused either by the wheels being at an angle other than straight ahead, or due to the front wheel braking, it calls for us to fit the stiffest and longest front springs that we can. I have therefore decided that India shall have not less than 25% increase in stiffness over the original Cos.2. standard, and these springs should with a standard load have about ¾" camber so as to leave about 3.6" between the frame and the plate over the spring, not counting the spring clips. It should also be realised that springs usually give way at least ¼" after being fitted and thoroughly run in, that is, they settle down at least ¼". So that when the car is first fitted up there should be ¾" camber with a normal load. Unless there is this camber we do not get sufficient clearance and the car is always bumping on the buffers, and unless we use a large piece of rubber the shock is very severe. At the same time it will be necessary for us to reduce the front wheel braking, which will be seen in another memo. It will be noticed that this stiffness and clearance is required for other reasons - see reports from France since my requisition. I do not know exactly how India got wrong, but kindly get it put right at once. R.{Sir Henry Royce} | ||