SS Chassis flexible coupling and the potential use of a metal universal joint.
| Identifier | WestWitteringFiles\T\January1929-February1929\ Scan065 | |
| Date | 27th January 1929 | |
| HS. {Lord Ernest Hives - Chair} E. {Mr Elliott - Chief Engineer} } FROM R. {Sir Henry Royce} (At Le Canadel(Henry Royce's French residence).) SECRET R1/M27.1.29. REC'D AT WW. 30.1.29. C. to SG. {Arthur F. Sidgreaves - MD} WCR. PN. {Mr Northey} OWB. SS. {S. Smith} CHASSIS FLEXIBLE COUPLING. X.7305 The increased power of the engine makes it more severe on this coupling, but there ought to be a saving compared with present Phantoms because of the parallel control of the back axle. It is also possible however that this parallel control will enable us to use a metal universal joint because there is quite enough flexibility behind the gearbox to the rear wheels, far more than provided by the flexible coupling. We must however watch if a torsionally rigid metal universal affects detrimentally the changing of gears or the silence of the 3rd., which is now considered so good both on SS. {S. Smith} and 20HP., and also shocks causing knock in the transmission. R. {Sir Henry Royce} | ||
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).