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).
Summary of tests on different rear spring setups and their effects on vehicle handling and ride comfort.
| Identifier | WestWitteringFiles\R\2December1927-February1928\ Scan028 | |
| Date | 9th December 1927 guessed | |
| contd :- -2- Sir John Latta, Capt. Kruse and Mr. G.{Mr Griffiths - Chief Accountant / Mr Gnapp} Summers being three. The fundamental attribute of these springs is that they permit of a lower riding position for a given immunity from buffer contact than the standard spring. From the drivers point of view they therefore give better car control at high speeds. 10-EX car has remarkably little tendency to pitch, we thought this might be an attribute of this rear spring deflection. As a result of our tests we are convinced that it is the weight distribution on 10-EX which is mainly responsible for its riding qualities though the spring deflection and damping dictates its controlability. Tests on Kruse's car confirm that the stiffer rear springs do not eliminate pitching. As a summary therefore, stiffer rear springs with reduced initial camber are an asset for people who habitually drive fast and who cannot be satisfied in any other way, and they give remarkably good results on the sports car, but they are not to be recommended for many people who require a normal type of springing. All we have been able to do with the standard car is to remove .5" from the buffer and drop the normal riding position by that amount. We consider that it is always desirable to fit Hartfords and hydraulics for customers with whom speed is a primary consideration. Hs{Lord Ernest Hives - Chair}/W.A.Robotham. | ||