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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).
Technical discussion on spring specifications, including poundage, camber, and part numbering.

Identifier  ExFiles\Box 154a\4\  scan0031
Date  1st January 1937
  
- 2 - EY.5/G.1.1.37.

(3). Simplification of the spring drawing is purely
imaginary, in any case it does not affect the
springs.

Spring Specification.

(a). We must have a type number, we cannot
revert to a long discursive description
of the spring features to distinguish
the type.

(b). The piece number confuses nobody, and
is the only number we quote on the
identification plate.
The reported confusion does not exist in
fact.

(c). A lubrication number is not called for on
the drawing or identification, it was only
used when the lubrication was added in the
first place when it was obviously a necessity.

(4). We always specify the springs to the poundages
which are actually current at the time the springs
are ordered. Is it suggested we make a wild guess
or blindly go on ordering springs to an original
poundage when bodies have gone up as much as 1 1/2 to
2 cwts. on the average.

(5). We have no objection to issue an instruction to our
Works that gives the actual poundage the specifica-
tion of the body demands and give the Works a limit
of ± 50 lbs., and I have instructed that this shall
be done in future.

(6). We see no reason for limiting the free camber to ± .100
it will only increase Firths difficulties. We
specify a certain camber when loaded, and give Firths
as much as ± 40 lbs. There is no need to put a limit
on poundage, and again on position of eye by deflection.

(7). It is not reasonable to quote a limit of ± 50 lbs. on
springs so divergent as :-

(a). Bentley front of 750 poundage.
" " rear " 950 "

(b). Phantom lll rear of 1400 poundage.

The different numbers of plates and plate thicknesses
call for variations in limits.
  
  


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