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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).
Springing and suspension tests on a Phantom II car using a water spilling method to measure riding comfort.

Identifier  WestWitteringFiles\U\August1930-November1930\  Scan213
Date  26th November 1930
  
ORIGINAL

To R.{Sir Henry Royce} From Hs{Lord Ernest Hives - Chair}, /AJL.
c.c. to Ss.{S. Smith} OR.
c.c. to Ds. E.P.
c.c. to HY.{Tom Haldenby - Plant Engineer} E.P.
c.c. to Hd.{Mr Hayward/Mr Huddy} GW.

Hs{Lord Ernest Hives - Chair}/AJL.1/WJ. 26.11.30.

X7410

SPRINGING - PHANTOM 11.

We have carried out some tests on a Phantom 11 car with a view to recording the actual riding comfort in the rear seats. When making tests on alterations to suspension it is always very difficult to record by personal impressions any difference in riding comfort due to some change in the springing system. The method of measurement which, in the past, has proved the most successful is the water spilling method. This has been tried now on a Phantom 11 car and records, quite consistently, results which are in agreement with personal impressions.
The car used for the tests was 20-EX, which is agreed to be an average sample of standard Phantom 11 springing. It has a big heavy limousine body, seven seats; the rear seat is immediately over the rear axle. It is fitted with two side and one rear spare wheel carrier and a luggage grid.

For the first series of tests, two cylindrical tins were fastened to the rear seat board (the cushion being removed) vertically above the transverse centre line of the rear axle. Each tin was approximately 6" from the longitudinal chassis centre line. The tins were filled up with a known quantity of water and the amount lost from the tins was measured after each run over the chosen test road.

Some difficulty was experienced in finding a suitable road for the tests. It was hoped to find a road similar to many of the London by-pass roads which are so bad for showing up pitching, this however was not found. Several roads were tried out and Ticknall Hill was chosen as the best for the purpose. The road is a good average and contains one or two patches where pitching is set up.

When carrying out these tests it is necessary to drive over exactly the same piece of road each test to get exactly similar conditions; this of course is not usually possible, but we have nevertheless obtained remarkably consistent results. To count for this reason register the difference in comfort due to a small alteration (5 lbs. per sq.in.) in tyre pressures.

The first series of tests (Fig.1) show the effect of front and rear damping. It will immediately be noticed that the most comfortable ride is at 30 to 35 M.P.H. Below
  
  


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