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 and shock damper specifications for a new special sales chassis, 29-CL.
| Identifier | ExFiles\Box 71\3\ scan0424 | |
| Date | 8th June 1928 | |
| S/W. Hs.{Lord Ernest Hives - Chair} X8950 CWB7/GM/8.6.28. Re: Chassis No. 29-CL. As you are probably aware, the engine and gear box etc. of 15-EX is being built into a new Chassis, 29-CL, which will be used for special Sales Work abroad. It is probable that I shall be with this car for some considerable time and shall have an opportunity of driving on it for considerable distances over good, bad and other roads, so that it will afford an excellent opportunity to investigate any questions of springing etc. for one of our standard open touring cars. In view of your experience with the Continental type car, would you recommend that this car should be sprung to the same specification as that one, or failing that, what would you suggest as the most suitable? The weight of the car will be identical with that of 21-UP, last years Open Riviera Car, which it will closely resemble, the weights of which are with Hm.{Capt. W. Hallam - Head Repairs} at W. My own view inclines towards fitting springs of the type fitted to the Continental type car. If this were done, what difference does it make in height of chassis frame from the road,in clearance and, in particular, does it mean any difference in the wings, or would wings with clearances arranged for our normal springing be suitable if the springs were changed to the stiffer type. (Handwritten note in left margin: 1/2" LOWER AT REAR) Perhaps after thinking this matter over you would discuss it with Hm.{Capt. W. Hallam - Head Repairs} who is in charge of the building up of this chassis, the question of springing and arrange for such springs to be fitted as you mutually agree. At the same time there is the question of the degree of damping which with Hydraulic shock dampers only will be less than that provided in the Continental type car with Hydraulic dampers and Hartfords and under these circumstances I would much like to find out what difference is made by variations in the loading of our existing shock dampers, both front and rear. I presume that the dampers themselves are strong enough to stand a higher loading, particularly in a downward direction, than they carry at present. CONT: | ||