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).
Comparison of steering wheel movement on 40/50 HP and 20 HP models due to the geometry of steering connections.
| Identifier | WestWitteringFiles\I\August1922\ Scan42 | |
| Date | 1st August 1922 guessed | |
| contd:- -2- Comparison of movement on steering wheel on 40/50 and Goshawk-II due to geometry of steering connections. | 40/50 H.P. | | 20 H.P. | | |---|---|---|---| | Deflection of front springs. | Total movement. | Deflection of front springs. | total movement. | | 3" down | 3.100" | 2.600 on buffers. | 3.837 | | 2" " | 1.100" | 2" down | 2.437" | | 1" " | 0 | 1" " | .750" | | Normal camber | 0 | Normal camber | 0 | | 1" up | .500" | 1" up | .250" | | 2" " | 2.200" | 2" " | 1.500" | | 3" " | 4.100" | 2.500" | 2.500" | The best compromise we have been able to get so far, is to reduce the movement on the side steering rod to approx. .250". We find by our measurements that 3.8 movement on the steering wheel represents approx. .4" movement on the pendulum lever. With .200 movement on the buffer springs we still have very little shock on the wheel and we have made a considerable improvement as regards stability and the reduced the tendency to wobble. There is quite a marked improvement in the steering on the latest cars compared with 4-Goshawk-II., by fitting higher rating front springs. All the Amateur drivers who have driven 7-G-II in France contd:- | ||