Flexible coupling on the SS chassis due to increased engine power.
| Identifier | ExFiles\Box 15\4\ Scan019 | |
| Date | 27th January 1929 | |
| X.7305 Hs. {Lord Ernest Hives - Chair} E. {Mr Elliott - Chief Engineer} DA. {Bernard Day - Chassis Design} BY. {R.W. Bailey - Chief Engineer} c. to Sg. {Arthur F. Sidgreaves - MD} Wor. {Arthur Wormald - General Works Manager} c. to PN. {Mr Northey} CWB. R1/M27.1.29. SS. {S. Smith} CHASSIS - FLEXIBLE COUPLING. The increased power of the engine makes it more severe on this coupling, but there ought to be a saving compared with the 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 20 HP., and also shocks causing knock in the transmission. R. {Sir Henry Royce} 737 | ||
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).