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).
Necessary changes to the Bentley III & 50 brake system.
| Identifier | ExFiles\Box 111\3\ scan0217 | |
| Date | 30th August 1938 | |
| 806 also 406. To Ds. From RM{William Robotham - Chief Engineer}/AFM.{Anthony F. Martindale} c. By.{R.W. Bailey - Chief Engineer} c. By/HS.{Lord Ernest Hives - Chair} c. By/CRL.{C. R. Lisson} c. RM{William Robotham - Chief Engineer}/JBD.{John B. Dixon - Fuel Systems} c. RM{William Robotham - Chief Engineer}/IMW.{Ivan M. Waller - Head of Chateauroux} RM{William Robotham - Chief Engineer}/AFM.{Anthony F. Martindale}3/MH.{M. Huckerby}30.8.38. BENTLEY III & 50 BRAKES. There are several small changes necessary on this brake system. (1) Stops on rear brakes intermediate shaft. There are two non-adjustable stops on this shaft which make setting of the brake system impossible. As the stops cannot be made exactly right as regards position, the rear stop, which prevents pitting of servo cams, should be made adjustable. The front stop, which is there for safety purposes, should be left fixed but should be slightly longer (about .050"). (2) Servo Cams. These are now so short that the jaws bind on them in extreme positions of movement, unless the rods are set with extreme accuracy. The cam levers will have to be modified to give more clearance, or else longer jaws are necessary. (3) Pull off springs in brakes. These are not strong enough to pull new brakes off: the upper spring in all four brakes should be increased by 10 lbs. (4) Equalizer SCD.580. The front anchorage of the tube is so flexible that it can get damaged. We are replacing the four S/M plates by one S/M plate, but we are inclined to think that the sample anchorage as used on 7.B.V., in which the tube is pivotted to a convenient piece of frame, is best of all. RM{William Robotham - Chief Engineer}/AFM.{Anthony F. Martindale} | ||