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).
Analysis of suspension damper performance, comparing the existing '14-EX' system with an ideal system using pressure-velocity graphs.
| Identifier | WestWitteringFiles\S\March1928-May1928\ Scan070 | |
| Date | 30th March 1928 guessed | |
| contd :- -5- amplitude, in other words w to have a pressure velocity increase which operates only at large amplitudes, and preferably more on the bump than the rebound. This means that we can damp at high speeds without spoiling the low speed riding. What we have on 14-EX now is :- Graph 1: Title: 14-EX (1) Text beside graph: Low speed riding prevents desirable amount of damping being used for high speed driving. Y-axis Label: PRESSURE X-axis Label: 4 BUMP 2 0 2 REBOUND 4 Annotations: Large amplitude low frequency. Fast road driving. Small amplitude high frequency. Boulevard riding. Graph 2: Title: Ideal (2). Text beside graph: The viscosity effect is slight until large amplitudes are attained. THEN VERY GREAT AT MAX SPRING COMPRESSION X-axis Label: 4 BUMP 2 0 2 REBOUND 4 Annotations: Large amplitude low frequency. Fast road driving. Small amplitude high frequency. Boulevard riding. Perhaps we are asking too much from the dampers, but suspension problems remain our most difficult subject and hydraulic dampers of the double acting type such as the RR., seem to lend themselves remarkably well to obtaining any desired contd:- | ||