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).
Visit with the Hawk-Northcliffe chassis, potential changes to the 20 HP back axle, and the decision to proceed with a twelve-cylinder engine.
| Identifier | WestWitteringFiles\D\February1920\ Scan25 | |
| Date | 4th February 1920 | |
| [Header] TO EN. } (crossed out) DA.{Bernard Day - Chassis Design} } from R.{Sir Henry Royce} (crossed out) HS.{Lord Ernest Hives - Chair} } (crossed out) Copy to Jd.{J. Draper - Frames} (crossed out) PH. X.37 (crossed out) [Handwritten top center] 6, 8 or 12 CYLINDERS - PORLEX (crossed out) [Stamp] ORIGINAL [Handwritten] H-N - PR OUTING? [Subject line] X.3786 RE VISIT TO WEST WITTERINGHenry Royce's home town. - H-N [Body] X.3832 When Mr. Hives is coming with the Hawk-Northcliffe chassis Mr. Barrington and Mr. Day might accompany him, as we have much to talk about with reference to the designs in hand (rather urgently desirable) In the meantime I should be pleased if you would consider whether there is any change desirable in the back axle of the 20 H.P. when it is altered in scale for the 40/50 H.P. Perhaps Mr. Day could bring the actual drawing of this part so that we can settle the matter when he is here, and have this unit put in hand. There will, of course, be a great deal of judgment to be exercised about every part, such as ball bearings and metal thicknesses, which we think need not always increase in proportion of 30%. After we have had a consultation here it is possible that we shall be able to put in hand other parts for this chassis. The back axle ratio we estimate will probably be nearer 4.8 than the present 3.6, which would seem most desirable for the present engine. X.3423 (crossed out) X.3801 (crossed out) We have decided that most probably the twelve cylinder will be needed to enable us to equal or beat everything on the road on all points. This will roughly be a twin-20 H.P. with the cylinders at about 40°. Such an engine, owing to its high rate of revolutions, will give us the advantage of light and small clutch, gearbox, etc. It appears that unless we can find a really good (Contd.) | ||