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).
Technical discussion on rubber joints, suspension, engine position and cost savings, with comparisons to the Wraith and B.V. models.
| Identifier | ExFiles\Box 127\2\ scan0071 | |
| Date | 31th March 1939 | |
| -2- Rm{William Robotham - Chief Engineer}6/R.31.3.39. (3) It is agreed that the rubber joints do reduce noise, they have, therefore, justified their existence. The fact that we still retain the same body mounting means that we want a still quister car than the Wraith. (4) There is no foundation for stating that the rubber front joints will require more frequent changing than the existing Wraith joints. After 46,000 miles of continental gruelling, those on 8.B.V. are still O.K. though two rear springs have broken. (5) We cannot recollect having circulated a report saying that B.V. wandered. Quoting Hm{Capt. W. Hallam - Head Repairs}/AFM{Anthony F. Martindale}9/MH.{M. Huckerby} 20.1.39. as a sample of expert opinion:- "The car goes straighter down a straight road than any other car known to use". Quoting Mx{John H Maddocks - Chief Proving Officer} "Controllability, suspension and braking are excellent. It is easily the best all-round example of a touring car we have produced." Hm{Capt. W. Hallam - Head Repairs}/Gry{Shadwell Grylls}3/MH.{M. Huckerby}17.12.38. says "8 B.V. goes straight down a straight road." (6) We find it difficult to believe that a more forward position of the engine than that on the Cresta or 8-cyl. Wraith would be desirable from either a handling or appearance point of view. Therefore, we cannot understand this criticism. Briefly, therefore, we fail to see that a single one of the disadvantages attributed to the rational-ised suspension has been in any way substantiated as a real defect from the customer's point of view. It is interesting to note that, as well as saving weight relative to the Wraith, a very large saving in cost has been achieved on B.V. The labour cost is not yet available, but on material alone a reduction from £37 to £16 has been achieved. With regard to torsion bars, there is none used in America except with Dubonnet suspension. We believe that now the Dubonnet system has been abandoned by those who used it. We feel that the Americans know more about producing cars than all the rest of the world put together. | ||