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).
Effects of weight distribution on a car's riding qualities and recommending placement of components.
| Identifier | WestWitteringFiles\Q\April1927-June1927\ 127 | |
| Date | 24th June 1927 | |
| TO HS.{Lord Ernest Hives - Chair} FROM R.{Sir Henry Royce} [Crossed out text: C/c to BJ. WCR. BY.{R.W. Bailey - Chief Engineer} EWE. O.W.] ORIGINAL RIDING QUALITIES - DISTRIBUTION OF WEIGHT. Handwritten notes: R3/M24.6.27. X8410 X8400 X8840 X8600 X8300 We have spent considerable time studying the riding qualities of the car. Our considerations confirm that any load at the back concentrated over the axle is an advantage, any weight on the front axle is a slight disadvantage, and any weight concentrated between the axles is a distinct and great disadvantage. What we, and the coachbuilders, can do at once is to adopt the spare wheel carrier at the rear, preferably of our standard design, with luggage grid, and to remove the battery into the frame because its position on the runningboard is further forward than in the frame. We recommend the following practice - one spare wheel carried at the back only for town and country use, and one wheel behind and one on the left side for touring, and long distances abroad. When however luggage is carried at the back we are forced to carry both wheels forward if the conditions require two wheels to be carried. It is obvious that we have much to do in lightening the front of the car, and especially parts situated near the gearbox, such as flywheel and clutch. The coachbuilders should arrange for such tools and spares as are only occasionally needed to be put in the rear of the car over the back axle. Only such tools as need to be kept in a handy position should be carried on the runningboard. The toolbox, and especially these spares should be as light as will answer the purpose, as any weight in the tools and equipment will sure to be carried in this central bad position. Tip-up seats, and glass behind the driver, should be carefully arranged in the lightest manner possible, as weight in this position is the chief reason for a car pitching, which is so objectionable. In conclusion, we believe that if we ourselves, and the coachbuilders, do their best, and the springs are always as flexible as possible, we ought to be able to turn out RR. cars superior to other people, who take less care in the weight and disposition of the parts, because a long wheelbase, and large heavy car, is generally favourable to comfortable riding. In addition we have our very efficient hydraulic shock dampers which have done so much to improve the riding qualities of our cars. R.{Sir Henry Royce} | ||