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).
Secret memo discussing potential solutions and ideas for steering and road shock issues.
| Identifier | ExFiles\Box 72\3\ scan0295 | |
| Date | 26th February 1924 | |
| To Hs.{Lord Ernest Hives - Chair} from R.{Sir Henry Royce} To DA.{Bernard Day - Chassis Design} c. to CJ. BJ. Wor.{Arthur Wormald - General Works Manager} RG.{Mr Rowledge} E.{Mr Elliott - Chief Engineer} PN.{Mr Northey} BY.{R.W. Bailey - Chief Engineer} 49430 SECRET. STEERING AND ROAD SHOCKS. X.9820 X.9420 X.9430 I think Mr. Hives has done well if he has found these to increase with the extra inclination of the steering pivots. I have taken this to mean that change which has taken place due to the front wheel brakes. I have suggested we should compromise as much as possible in all directions. Mr. Hives experiments suggest that it is the vertical load on the wheel which produces the shock complained of in EAC. but it is a complex problem which seems best solved by vertical pivots inside the wheel opposite the track - i.e. centre point steering with vertical pivots (as arranged for Goshawk 1.) and only practically possible with disc wheels. Wire and other wheels force us out, and front wheel brakes still more so. We must now get back if at all possible, so Mr. Day must produce a scheme. (a) If we depart from centre point steering we shall feel a pull on the steering wheel by any unequal resistance to the front road wheels,(soft sides of roads, deflated tyres, unequal brakes) so that we cannot depart much from centre point steering. I have suggested trying 1". (b) I suggested we should increase the backward lean if it were not for steering wobbles. It would I think very materially reduce the shock because the vertical blow would be nearer under the centre of the pivot. If this idea is right we ought to go as far as we dare now that probably we have more friction to damp out the wobbles. (c) We can increase the outward lean of the wheel as the English Daimler Co. but we know this must be bad for the tyres so we ought not to go far in this direction. I believe it is 1.5°:we ought we to go to 3°? (d) Can we by hook or by crook push the wheel further over the pivot? I do not know anymore that can be done. I have naturally suggested reference to Hispano and others. Perhaps I have not understood Mr. Hives correctly, but I fear only too well, and that his comparisons are just thus :- contd:- | ||