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).
Springing specifications for the Phantom car, discussing buffer clearances and adjustments for different conditions.
| Identifier | WestWitteringFiles\S\June1928-August1928\ Scan099 | |
| Date | 1st July 1928 | |
| To R.{Sir Henry Royce} from Hs.{Lord Ernest Hives - Chair} c. to BJ. Wor.{Arthur Wormald - General Works Manager} c. to E.{Mr Elliott - Chief Engineer} DA.{Bernard Day - Chassis Design} c. to EY. CWR. c. to EP.{G. Eric Platford - Chief Quality Engineer} ORIGINAL Hs{Lord Ernest Hives - Chair}2/LG24. 7.28. X615 V8410 X5410 SPRINGING - (Written before receipt of R2/M20.7.28). If the Phantom car is spring to the present specif- ication which allows for 4.1" buffer clearance or 3" deflection in the spring, it is not possible for average customers to fit weaker springs without getting into trouble with excessive bumping on the buffers. For a London Trials Car it may be possible to work with less then 4" buffer clearance. It is however an interesting fact that in every case where a Trials car has been sold, the springs of that car have had to be made stiffer before they satisfied the customer when using the car under normal conditions For Continental work, it is certain that we cannot go less than 4" buffer clearance. These clearances have been arrived at with hydraulic dampers fitted. We agree there was a time when we were fitting too strong springs to the Phantom, but with the present schedule which is being worked to we do not feel the poundages generally can be reduced without the risk of having worse troubles. We are assuming of course that the completed car is checked for the correct buffer clearance. It has always been found necessary to depart from the standard to suit individual customers. We attach to R's copy of this note, Depot Sheet No.64 on Springing which is based on the experience of contd :- | ||