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).
Review of competitor features from the 1937 Motor Show, focusing on steering controls, ball joints, and bumper bars.
| Identifier | ExFiles\Box 153\1\ scan0085 | |
| Date | 26th October 1937 | |
| By.{R.W. Bailey - Chief Engineer} from Rm{William Robotham - Chief Engineer}/FJH.{Fred J. Hardy - Chief Dev. Engineer} c. to Da.{Bernard Day - Chassis Design} c. to Hdy.{William Hardy} 1300 also 1293 Rm{William Robotham - Chief Engineer}/FJH.{Fred J. Hardy - Chief Dev. Engineer}1/AP.26.10.37. MOTOR SHOW - 1937 CONTROLS ON STEERING COLUMN. All American and a large number of up-to-date Continental cars have only the horn button in the centre of the steering wheel. This is the simplest possible arrangement as the button rotates with the wheel and there is not even a fixed tube in the column. Lagonda and Alvis still have mechanical controls but otherwise English cars have only electrical controls (horn, direction indicators, and dipperswitch) on the steering column. We consider that we should make an attempt to eliminate mechanical controls on Bentley 50 and suggest that the best arrangement is that of the electrical controls on the steering column. If we do retain hand control for the dampers this will have to be on the column as it is used frequently. Burman Douglas have a very simple way of fixing the stationary control tube to the lower end of the steering box as in attached Fig.1. This depends upon the fit of the tube in the hole for oil tightness. STEERING BALL JOINTS The latest Automotive Products steering ball joint has bakelite ball pads, the material of which looked exactly the same as some we are trying experimentally. No technical information re these joints could be obtained. STABILISING BUMPER BARS. Alvis and S.S. use a method of attaching the spring leaves of the stabilising bumper to the dumb irons which obviates the holes through the leaves at the point of max. stress. This is shown in Fig.2. attached. This would be useful on Bentley II. if it is considered that the small number of failures which have occurred so far justify a change at this juncture. Mr.R.P.Turner of Wilmot Breedons was interviewed in connection with their recent quotation of 3/- increase per bumper for the proposed use of rubber washers between the lead weights. It was pointed out to him that we expected a decrease of at least this amount. He promised to send us a | ||