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).
Subframe modifications to prevent fouling with the wheel arch and procedures for centralisation.
| Identifier | ExFiles\Box 14\8\ Scan187 | |
| Date | 17th December 1929 | |
| -2- all concerned (i.e. Works, body builders) immediately, so that all existing subframes can be modified. Will Da{Bernard Day - Chassis Design}/Ev{Ivan Evernden - coachwork} examine the subframe when cut away to this extent and consider whether it is desirable to alter future subframes with a view to strengthening them up at this point and also to move the rear subframe bracket rearwards or sufficiently far forward to be clear of the wheel arch. On future subframes the wheel arch cut away portion should extend 7" either side of the axle centre line so that all chance of fouling will be entirely eliminated; at present we are limited to 6.25" forward of the axle centre line by the heel board bracket, and 5" rearward by the subframe support bracket. Cars which are already completed and which have our previous recommended brake drum clearances will not, we think, experience any serious fouling if the subframe is mounted exactly centrally on the chassis, i.e. the clearance between the subframe and chassis side-members at the rear must be equal 7 .100". We do not think the position sufficiently serious to warrant the expense incurred in altering existing bodies. Will J.L.E., Mr. Goose and all others concerned make a point of checking the correct subframe centralisation at the rear. If when correct centralisation has been established, it is found that fouling still occurs on one side it will possibly be found that the rear axle is out of line slightly with the chassis frame, (this is possible on the limits to a max. of approx. 3/16") then the body subframe can be altered relative to the chassis frame to correct this error. The important point is that the subframe should be centralised finally relative to the rear axle. | ||