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).
Analysis of Chrysler's Air-Flow design challenges and contemporary coachwork trends.
| Identifier | ExFiles\Box 173\3\ img087 | |
| Date | 4th April 1934 | |
| -2- The Chrysler Air-Flow Cars have attempted to achieve the same results as G.M. by altered weight distribution. They have retained the conventional front axle. There is no doubt that the altered weight distribution has improved the ride, but it does not compare with that on the Cadillac, also they have not got the steering advantages. Olley believes that the Chrysler weight distribution combined with independent suspension will prove to be the ultimate solution to ride and is working towards this for next year's car on which in all cases K2 will aproach 1. ab AIR-FLOW DESIGNS. The air-flow designs of Chrysler have presented certain difficulties, more particularly owing to the increased seating capacity, the weight of the De Soto has risen by 300 lbs. As previously pointed out, they have a better ride than standard, but not so good as Cadillacs. Cadillacs agree with the engine position, and consequent weight distribution, but not with this particular air-flow, which necessitates a much wider car. At present the steering position seems to be accepted. The car does not steer well at high speed, probably due to the lower rating conventional front springs lacking lateral rigidity. The appearance of the car has been criticised rather severely; it seems to be accepted, however, that the public will get used to it, and that slight modifications will make it a great deal more presentable. COACHWORK GENERALLY. A lot of research has been carried out on the accoustic properties of bodies and great strides made in the reduction of "boom" etc. The present mass produced all-steel body is consequently much improved in this respect. There is a general tendency to make the body part of the chassis frame. The most advanced is Chrysler, who definitely combine frame and body structure. Hudson-Essex, though more conventional, utilise their body structure to keep weights down. General Motors are following up this development with vigour; at present they still have the cross in the frame. | ||