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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).
Design considerations for trunk racks, bumpers, splashers, and the frame.

Identifier  ExFiles\Box 19\3\  Scan050
Date  25th February 1929 guessed
  
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Our earlier trunk rack shown in A-12238 folded downward. This threw the rear bumper back and increased the overall length. It had the advantage however that the appearance of the rear panel of the car with trunk rack folded was not obstructed by any mechanism. Sales and Coachworks consider this such an advantage in clean appearance that they dbject most strongly to adopting the proposed type of rack.

We are therefore attempting to develop the type of rack seen on numerous English and European cars consisting of two brackets swinging about vertical pivots. This will be reported later.

Bumpers.
These are supported direct from the front and rear horn forgings, as is now standard practice. The elimination of bumper brackets is considered important in weight-saving and improved appearance.

The type of spring-bar bumper to be adopted is still under discussion but will be variable to suit customer's requirements.

Front Splasher.
It is proposed to fit a front splasher covering the front of the frame and similar to the rear panel over the gas tank. This will follow the curvature of the frame and extend from the radiator to the front horns.

It is being developed by Coachworks, but will finally be fitted at chassis works together with the front mudguards.

The forward portion from the headlamps to the front horns will be removable for using the starting handle.

Now that the starting handle is never used except in depots when testing ignition and valve timing etc. this type of splasher is being widely adopted. In appearance and in protection of the front end it is much better than the vertical splasher which acts as a scoop for water.

Frame. See A-14002/3AS

At the makers' suggestion the lower flange of the frame has been turned down as shown in section BB for extra stiffness in the front horn. We should have liked to carry this supplementary flange as far back as the parallel portion of the frame, but at the moment because of the axle control shock absorbers this is not possible.

The makers would have preferred to do the same in the "hollow" portion at the rear end, but because of shock-absorbers, gas tank, axle clearance etc. we were not able to arrange it.

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