Issues and observations on a return spring, shock dampers, exhaust, lubrication system, and slipper wheel.
| Identifier | ExFiles\Box 11\2\ 02-page167 | |
| Date | 6th April 1929 guessed | |
| [Handwritten header] Particulars of -2- [Handwritten top right] 18 Very hard to clear this up By To overcome this trouble a stronger return spring was fitted at Derby and worked quite satisfactorily for a time, in fact it was pointed out to "F" as a model. Since then it has started to chatter and we observed that the controls were bent each time after straight-ening. The reason for this is that the screwed portion for adjustment is not strong enough to withstand the force of the return when closing the cut-out and bends thus as per sketch, the screwed portion is .250" in diametre and requires enlarging to .312" diametre which would overcome the trouble. [Handwritten left margin] huts Dy {F R Danby} /ss {S. Smith} [Handwritten left margin] looking into By The fouling of the front shock dampers by the cross steering tube is not serious, but requires attention. The outer edge of the tube is catching the front bottom portion of the shock dampers casing but up to the present no sign of oil leak has occured. A .125" mere clearance would obviate the trouble. [Handwritten left margin] not a scheme of this type an acc. to prevent it dry out new leather Ry Re the exhaust pipe it has now come out of the silencer .625" and taken up this position. It was as you observed at Le Canadel(Henry Royce's French residence) out .500". The trouble is the sagging of the length of pipe between the silencer and the front expansion box. We fitted a bracket to the one on 18 EX in the centre holding it up and I belive you will find Mr Day has got a similar scheme. RE BIJUR DRIP PLUGS [Handwritten left margin, circled] RH {R. Hollingworth} We were of the opinion that the drip plugs fitted to 22 EX were old type the new ones being fitted to 21 EX. However the supply of oil to the Servo shaft and cams we found to be nil. The supply to the rear shock dampers bearings and ball ends two drops to one stroke of the pump with the result that no oil was reaching the bottom ball ends of the links. It is as we have stated the ratio of the feed to the various parts is not correct. We have fitted the pump sent out which supplies 20cc per stroke, which may help matters, this is being observed. Unfortunately the drip plugs were thrown amongst a lot more left by Mr Gaye and we cannot distinguish them. There is not sufficient oil reaching the clutch trunion. The pad to the rear springs is apparently taking most of the oil supply. [Handwritten] feed RE REAR SHOCK DAMPERS [Handwritten left margin, circled] RH {R. Hollingworth} The tests carried out on these shock dampers has given us results which will be valuable for comparison with the 20 HP when it arrives. Our experience shows that the loss of damping in the upward movement, not only throws the rear passenger up continually but affects the control of the axle when cornering. The car with the .062" hole in the H.P. valve making very little upward damping is positively unsafe when taking a corner with rough or loose surface the rear simply jags straight across the road, steering is corrected for this and the next moment the car is slowing round in the opposite direction. It is the condition of the road which has the effect of causing it. We do not belive stronger rear springs will give the same condition as the present ones say unlubricated. We want more additional damping. RE SLIPPER WHEEL We shall examine this at the first opportunity. | ||
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).