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).
Packard engine testing, crankshaft bearing options, and solutions for brake judder.
| Identifier | ExFiles\Box 173\1\ img248 | |
| Date | 9th February 1934 | |
| U S A To Rn.{Mr Robinson} from Hs{Lord Ernest Hives - Chair}/Gry.{Shadwell Grylls} The Athletic Club, Detroit, Michigan, U.S.A. Hs{Lord Ernest Hives - Chair}/Gry.{Shadwell Grylls}5/KW.9.2.34. I have run a Packard through its top period without crank damper or damage to the engine. The period is not noticeable with the damper on. It looks therefore as if any crankshaft will do the job. Your cable about progressively larger bearings explains the Terraplane crankshaft but leaves us mystified as to the reason. It seems as though the two decisions that will remain will be whether 4-4, 4-4 zig-zag, or 2-4-2, and whether 5 or 9 bearings. Is a five bearing with good M.E.P. rougher at low speeds than a 9 bearing ? It is going to be difficult to get a 9 bearing engine under the bonnet. The Terraplane however will go nicely into 18-G-IV, which experiment is in hand. Brakes. We have cabled you re judders both with wet and dry brakes. Customers are complaining of the judder as their brakes dry off. We cured the streamlined car by removing the leading edge of the wrapping shoe bringing the angle of embrace back to the 20/25 amount. Hs{Lord Ernest Hives - Chair}/H.{Arthur M. Hanbury - Head Complaints} Grylls. | ||