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 the effects and development of an independent front wheel suspension system.
| Identifier | ExFiles\Box 154\1\ scan0094 | |
| Date | 27th January 1934 | |
| X3873 To Hs.{Lord Ernest Hives - Chair} from E.{Mr Elliott - Chief Engineer} E.3/HP.27.1.34. c. Sg.{Arthur F. Sidgreaves - MD} Wor.{Arthur Wormald - General Works Manager} By.{R.W. Bailey - Chief Engineer} Da.{Bernard Day - Chassis Design} Hdy.{William Hardy} By/NW.{N. Walker - Patents} [Handwritten note on left margin: Our point with the 3 Roods] Independent Front Wheel Suspension - 27-EX. ---------------------------------------- Now that we have your report on the above we can begin to deal with some of the effects experienced in the riding of this car, the reasons for which we have not been satisfied were apparent, for example, the free movement between buffer springs called for on GL.{G. Linnett}655 is about 70% of the total whereas, scaling from the blueprint given with your report, this quantity appears to be very much smaller, about 40%, so that the buffer springs come into operation much sooner than we expect. We agree that a test with the buffer springs removed altogether should be very informative. It is very significant that in the scheme adopted by G.M. although there is no increase of rating on the actual springing, a very long rubber buffer is fitted which comes into action very early, and may be acting as an important part of the springing in giving an increased rating. With regard to the question of relative periodicity of the front and back of the car, Da.{Bernard Day - Chassis Design} suggests stiffening up the back springs to obtain the desired difference which has been found by the Americans and which was also found by Lancia. This would also improve lateral stability. It has occurred to me that we could couple the shafts of the shock dampers at the rear by a torsion member passing across from the shock damper on one side to the shock damper on the other. This torsion member could have a joggle in it for the purpose of clearing the propellor shaft. We are examining the chassis layout to see if this can be done easily as it would provide a scheme for increasing lateral stability without adding very much extra weight, or complication. With regard to the question of road shocks on the steering, the scheme you propose to try with the cross steering tube in three pieces is the same in principle as we have already schemed for the SpectreCodename for Phantom III and should give perfect geometry. With regard to the question of the pivot lean, we have now got two cars, one with independent springing and one | ||