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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 memo discussing modifications and specifications for vehicle springs, steering, lubrication, and wheels.

Identifier  ExFiles\Box 42\2\  Scan074
Date  26th April 1917
  
(2)
reduce the springs say from 10 to 20% giving a spring of more even rating, and also alter the leverage of the clutch mechanism 25 to 30% or as much as can be conveniently done without much cost.
It would not be a serious matter to send out the first cars with clutch springs rather lighter than we thought really safe, because No.4. & 6. have such springs which I think are excellent, and with the lighter springs less skill is also required to operate the clutch faultlessly.

(4) STEERING ETC. Regarding the steering I quite agree with the plain thrust washers being fitted on both steering pivots to create as much friction as we can legitimately, but I do not believe it is necessary or desirable to add more friction or to fit up any of the mechanism tightly purposely. This might be disastrous and the only thing it is necessary to do is to obtain satisfactory set-up buffer springs in the longitudinal steering tube so as to prevent excessive shocks to the steering gear and driver. If these buffers are set-up as instructed there should be no want of stable control of the front wheels as is the case with soft set-up springs or with stiff opposing springs.

(5) ROAD SPRINGS. Slightly stiff front springs with a normal camber appear to be quite right.
Regarding the rear axle springing of the Goshawks, this confirms our previous impressions that the springs, especially the rear springs must be very flexible (as is possible with the great clearance we have provided) and satisfactory damping, preferably of the progressive or single way type should be fitted.

(6) OILS FOR GOSHAWKS. Regarding lubricating oil it is desirable to offer at least 2 makes of oil, both of which for the engine should be compound oils, and it was decided that for the engine Price's "B" motorine, or Wakefield's "Castrol R" should be used, and for the gearbox and rear axle Price's "Amber Gear Oil B", or "Wakefield's", and "Vacuum" equivalent should be used.

(7) DETACHABLE WIRE WHEELS. The experience during your visit confirms our decision of avoiding the use of Rudge-Whitworth wheels.

(8) SPARE WHEELS. As it is desirable to make this chassis a successful and great reputation it is desirable to load it as little as possible, and I have tried continually to impress that only one spare wheel is necessary with the straight sided cord tyres, providing one or two inner tubes are carried on the car in case of necessity on a very long journey.
I also want to particularly emphasise (for the sake of efficiency and appearance) that this spare wheel should be carried at the rear of the car and not on the footboards, and also that the weight must not fall on the front axle or the front of the car in any way, but the weight must be used to increase the efficiency of the car holding the road, and of the brakes.
I fear the Sales are not going to follow this advice which I cannot understand, it being inconceivable that the Company should have a chief Engineer, and then not take such Engineer's advice. It should be clearly pointed out that if there is a wish to do other than we recommend in overloading this chassis or in carrying unnecessary weight in the way of spares, tools, etc. on the front end of the chassis, it can only be that a small percentage of the likely buyers, as no sensible buyer or user of any costly
  
  


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