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).
Analysis of a steering 'taking charge' issue on the 40/50 HP model, particularly under braking conditions.
| Identifier | WestWitteringFiles\P\October1926-November1926\ Scan139 | |
| Date | 23th November 1926 | |
| To R.{Sir Henry Royce} from Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} c. to BJ. Wor.{Arthur Wormald - General Works Manager} c. to RG.{Mr Rowledge} K.{Mr Kilner} c. to DA.{Bernard Day - Chassis Design} EY. c. to OY. ORIGINAL. Hs{Lord Ernest Hives - Chair}/Rml/LG23.11.26. 40/50 HP. - STEERING. X843D X842D When all the proposed modifications have been incorporated in the 40/50 steering, we feel that customers will still have one justifiable complaint. This is, that the steering is unsafe when the brakes are applied violently when swerving or negotiating a corner. Unfortunately, fitting weaker springs which allow more ball travel in the side steering tube, while alleviating road shocks, emphasize 'taking charge' because they prevent the driver having positive control over the steering while the 'dive' is in its initial stages. Another point which has aggravated the trouble slightly is the fitting of balloon tyres. Our impression at the moment is that these accentuate 'taking charge' to a small extent, possibly due to the deformation of their tread under braking torque. The phenomenon of 'taking charge' is most manifest in heavy bodied cars because it is in these cars that most front braking can be obtained. We have a limousine car in the Expl: Dept: which, when loaded up with 5 five passengers and 1 cwt. of luggage, has 57% of its weight over the rear wheels and only 43% over the front wheels. The theoretical distribution of braking is 40% to the front and 60% to the rear. Therefore, even taking the theoretical brake unit distribution, there contd | ||