Performance and mechanical features of car batteries, focusing on corrosion issues.
| Identifier | ExFiles\Box 38\5\ Scan125 | |
| Date | 25th August 1921 | |
| Contd. -2- EFC {E. Fowler Clarke - Electrical Engineer} 1/T25.8.21. We do not know how much lighting work these batteries have had to do on the car, but one would have anticipated from our capacity tests that this is where the battery would come down in comparison with the Exide, the Exide maintaining the lights at full brilliancy for a greater period after a full charge. Regarding the mechanical features which you mention as having been incorporated in the latest P & R cells, item (a) would no doubt be a distinct advantage, as there has been a certain amount of trouble due to cracked cells. As regards item (b), these features exactly as described by you have already been incorporated for some time in the present battery which we are using as standard. Regarding your last sentence, our experience is that if there is a brass washer in contact with the top of the cell lid {A. J. Lidsey} , no grease ring will prevent those on the positive lugs being attacked with the resulting corrosion. It is necessary to eliminate the brass washers at this point entirely. Corrosion of the lead-coated brass terminal nuts higher up on the threaded lug does not, in our experience, occur to any extent. EFC. {E. Fowler Clarke - Electrical Engineer} | ||
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).