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).
The design and road test performance of the Turner-Faudi suspension system.
| Identifier | ExFiles\Box 154\1\ scan0179 | |
| Date | 21th September 1934 | |
| x3873 To E. {Mr Elliott - Chief Engineer} from Da. {Bernard Day - Chassis Design} c. Hs. {Lord Ernest Hives - Chair} Turner-Faudi Suspension. The damping is obtained by a hole drilled in the air piston, the size of which determines, within limits, the amount of damping provided. The air passes from one side of the piston to the other, and no external air is required to enter, so that the system can be completely enclosed. Very little lubrication is needed, the claim being for 15,000 miles on one filling of the small reservoir at the bottom of the cylinder above the gland. The unit, consisting of the coil spring and the air cylinder, is hinged on silentbloc bushes to the frame and one of the wishbones of the suspension, so removing side thrust from the piston and piston rod as much as possible. The cylinder and piston rod are steel, and the piston of cast iron. The car used, a D.K.W. is the German equivalent of the Austin 7 or Morris Minor, so the riding ought to be compared with those cars. It has a two cylinder two-stroke engine and front wheel drive, the weight being thus rather concentrated towards the front. The car rode remarkably well considering its size and quality over a very bad road, both in front and back, giving the impression of being well damped or alternately of a system without natural period. Actually the damping could have been very little. On a good road the riding in the back was not so impressive, there being a fair amount of jolting and some pitching, though front and back appeared to be good compared with a similar car with | ||