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).
Issues and modifications for engine gear rattles, side steering, exhaust cut-out, and ignition tower.
| Identifier | ExFiles\Box 82\1\ scan0214 | |
| Date | 22th August 1933 | |
| To Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} - 2 - RE ENGINE GEAR RATTLES We all make mistakes, but it is aggravating to find silly mistakes. The brake shoes on the dynamo drive with the new engine timing case was not touching by .100". The same brake shoes with the limited movement had been fitted, consequently the larger dia. of the engine case for the dynamo pinion had not been allowed for. We have corrected this, and trust that better results will be obtained when we get the engine running again. SIDE STEERING TUBE We are not satisfied with the selectivness of the steering since fitting of the springs to the ballend. These were fitted in the first place as they were sent out, giving a load of 2 1/4 lbs at 10 inch radious (fitted up in position) The next setting, the working lenght of the springs was made 1.850 leaving .100 movement for shock and keeping .006 end clearance. The load was 3 1/4 lbs at 10 inch radious. We have now fitted it up with the working length 1.775 leaving .025 movemnt for shock and keeping .006 end clearance. This gives a load of 4 1/2 lbs at 10 inch radious. The design of the ball pad and spindle makes it impossible to compress the spring more than 1.755 under shock conditions. This should give us the selectivness we want, at the same time keeping a light steering. CUT OUT The fitting of the exhaust pipes and silencers on production must be quite three quarters of an inch higher in the frame than what ours is, for the cutout control arm to foul the equalizing shaft. ours would have fouled but for that reason. IGNITION TOWER You will remember that we had a new tower fitted prior to our leaving owing to the slackness of the one fitted. The present one has become equally as slack. The cause of the wear and consequent slackness of the tower is due to the pressure exerted by the contact spring. This pressure is trying to heel the tower over, and as the tension of the spring has been raised, and the poodat which the load is applied has been increased (from the 25 H.P.) more rapid wear takes place than previously (see sketch) The double spring contacts would overcome the trouble to a large extent. | ||