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).
Vehicle performance, detailing issues with shock dampers, steering, springs, and brakes.
| Identifier | ExFiles\Box 108\1\ scan0115 | |
| Date | 27th August 1937 | |
| ( 2 ) Rm{William Robotham - Chief Engineer}/Les.2/JAB.27.8.37. and springs deflections from the weigh-bridges appear to be 9" front and 7" rear. The shock damper governor range is down on this car as they have omitted to fit the Phantom III size governor weights which are necessary due to the reduction in the servo gear ratio. The necessary alteration in governor weights was instructed to By.{R.W. Bailey - Chief Engineer} about three months ago. The present shock damper settings are insufficient for these conditions. The front dampers appear to have far greater leak than other cars set to the same specification, possibly due to wear in the alum damper cylinders. The sideway shake is quite small and does not worry the rear seat passengers on long journeys. STEERING. As long as the front engine mounting has adequate lateral control, the sideway shake of the column is very slight. With the complete raised engine mounting as designed, the whole of the front of the car has bad sideway shake. We have not had the cross-member behind the radiator detached. The steering control is not so good with similar tyre pressures front and rear as with the front about 5 lbs. lower than the rear. 25 lbs. front tyre pressure causes the steering to become rather heavy. Although there is a slight tendancy for over-steering with even tyre pressure, on straight roads the effect does not become violent on fast corners. Slightly stiffer front springs should enable good control without the necessity to reduce the front tyre pressures and thus cause the steering to become heavy. WOODHEAD ROAD SPRINGS. It is easy to see daylight between the plates of the Woodhead rear springs when they are in their loaded position. The top plates appear to be twisted from braking, although this car has far more front than rear braking. BRAKES. The following notches have been taken up on the adjustors. Front N.S. 31 O.S. 14 Rear N.S. 10 O.S. 6 Throughout the mileage the near side front has required considerably more adjustment than the other brakes. RM{William Robotham - Chief Engineer}/LES.{Ivan A. Leslie} | ||