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).
Chrysler transmission developments, steering shocks, and a comparison of American engine weights.
| Identifier | ExFiles\Box 173\1\ img344 | |
| Date | 19th March 1934 | |
| -3- FUTURE DEVELOPMENTS. Chryslers are making a determined effort to simplify their transmission. At present they have :- (1) Free wheel; (2) Synchro-mesh; (3) Vacuum control; (4) Oversspeed epicyclic. STEERING SHOCKS. I have read with interest By's suggestion. I think we are all inclined to forget that experiment where we killed a full-blooded high speed wobbly by pouring water on one tyre; i.e., the gyroscopic torque cannot even keep a wobble that has been started going without reaction between the tyre and the ground. Olley says that, within the limits where he works, the gyroscopic couples of the wheel have not worried him with regard to steering shocks, and even slight imperfections in geometry have not caused trouble. The thing that has produced a kicking steering every time has been periodic frame movement. The angular movement of the wheel is very little - 1° either side of the normal ride position. I cannot say that on any of the wishbone cars that I have tried has the steering kicked appreciably, whilst they all self-centre nicely. However, they are all at least 20-1 ratio so it is not easy to form an intelligent exact comparison with our own. ENGINE WEIGHTS. Type. Displacement. Wt. of engine with flywheel back plate & Everything including dynamo except starter motor. No clutch or transmission. Packard Line 8 320 cu.ins. 808 lbs. Alum. Crankcase. Cadillac 8 Vee 352 cu. ins. 720 lbs. Alum. Crankcase. Buick Line 8 340 cu. ins. 900 lbs. Cast-Iron C/case. Cadillac 12. 368 cu. ins. 920 lbs. Cadillac 16. 452 cu. ins. 1105 lbs. | ||