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).
Findings and recommendations on springs and damping for Phantom II & 25HP models.
| Identifier | WestWitteringFiles\U\2January1930-September1930\ Scan102 | |
| Date | 5th May 1930 | |
| HS.{Lord Ernest Hives - Chair} R.{Sir Henry Royce} ) FROM R.{Sir Henry Royce} DA.{Bernard Day - Chassis Design} OX. ) C. to SG.{Arthur F. Sidgreaves - MD} WOR.{Arthur Wormald - General Works Manager} PN.{Mr Northey} C. to DY.{F R Danby} EP.{G. Eric Platford - Chief Quality Engineer} ORIGINAL PHANTOM 2. & 25HP. AMERICAN & EUROPEAN ROAD SPRINGS & DAMPING. R1/M4.5.30. X7866 X7520 X7520. X235. X7410 During HS.{Lord Ernest Hives - Chair} and E's visit with the 1st. L.H. model we discovered the front shock dampers had lost most of their oil and become ineffective, due to fitting central oiling system - arrangement condemned. It shewed the great importance of ample damping especially on these bad roads and at high speed. I want therefore to impress all concerned that our recent experience confirms our recommendations of:- (1) Road springs as flexible as possible, limited only by complaints of striking the buffers, etc. (2) Ample and reliable damping which can be greater with our hydraulics than with mechanical, like Hartford's, and also road springs can be more flexible if dampers effective, then be sure before fitting stiffer springs that dampers are as effective as other considerations allow. (3) It would be good to recommend that careful attention to tyre pressure is necessary, according to the way the car is to be driven - i.e. a much higher tyre pressure should be used for high speed and good roads, and conversely much reduced pressure for low speed and rough roads. This is a point often missed, and would take the place of varying both springs and dampers, which is not possible at present. (4) Double dampers, hydraulic and mechanical, are agreed to be useful for speed models and very fast drivers. At present I fear we shall be parting from our luxury carriage practice if we fit stiffer springs, (only recommended in very exceptional cases after doing all possible to dampers.) Central lubrication of springs will probably permit of more effective dampers, and naturally should give more consistent results. Probably spring friction has persuaded us into using less effective dampers than are now necessary. R.{Sir Henry Royce} [STAMP: RECEIVED V MAY 1930 HS{Lord Ernest Hives - Chair}] | ||