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).
Outlining the principles for calculating vehicle springing based on specified body, passenger, and luggage weights.
| Identifier | ExFiles\Box 67a\1\ scan0083 | |
| Date | 3rd March 1926 | |
| x8410 BY5/H.{Arthur M. Hanbury - Head Complaints} 3.3.26. ----- Cpy. Bs.{A J. Barnes - Assistant Manager} c. Hs.{Lord Ernest Hives - Chair} Hewer. ----- Referring to R2/M.{Mr Moon / Mr Moore} 25.2.26. as a result of the fact that we found that generally body weights, passenger weights, and luggage, were being specified by coachbuilders without any actual knowledge of how the car was going to be run, we have been for the last six weeks specifying springing on a basis which is practically coincident with what you have called for in the memo referred to above. In arranging for springing now, a/- If the body weight is given as from so-and-so to so-and-so, we take the lowest figure. b/- For passengers we never spring for more than four, even in a 7-seater closed body, and if we are told that the car will usually carry only a certain number of passengers, even less than this, we accept this figure as a maximum. c/- We divide the luggage by two. We think you are aware that in addition to the foregoing, which are all accepted as maximum weights, we take 70% of the total sprung weight based on the above figures and the chassis weight, as being the figure to spring for for the rearaxle. It will be evident from the foregoing that we are erring, as you put it, on the side of over-flexibility so that if we have to change the springing in the future, Contd. | ||