Report investigating the causes of universal joint fouling and the effects of dampers.
| Identifier | ExFiles\Box 11\5\ 05-page015 | |
| Date | 12th April 1934 | |
| To Hs {Lord Ernest Hives - Chair} ; From G.W.H. Rm {William Robotham - Chief Engineer} See me HS {Lord Ernest Hives - Chair} Hotel de France, Chateauroux(French test region), FRANCE. 12.4.34. 28-MX. {John H Maddocks - Chief Proving Officer} RE. FOULING OF UNIVERSAL JOINTS. The factors that can cause the fouling of the universal joint are:- (1) Weak road springs, low rating. (2) Damper loads and position of dampers. (3) Clutch fierceness and engagement. (4) braking. The car is fitted up with the correct low rating springs, and when running along the road with as even a torque as possible with maximum load on dampers, the axle is not steady in a diagonal line. with the damper loads in the minimum position when the brakes are applied suddenly the frame lifts up and the axle winds up. The clutch may be the chief cause when the minimum damping is being used. Tests taken starting away, making various changes of gears, sudden swift changing of gear makes the axle duck under to an alarming degree. With the dampers set to maximum position, the axle does not duck under by approx. 50%. POSITION OF DAMPERS ON FRAME. We are not certain whether the dampers have been moved backwards with the moving back of the cross members, but we notice that the ball-end of the damper is forward approx. .500" of the ball-end on the axle. This causes a certain amount of lost control of the axle, as the ball joint on the axle has to swing round on its radius before the damper comes into action. This may be as present standard. We have not had the fouling of the universal joint since barring the use of the minimum control. It | ||
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).