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).
Series of handwritten notes and memos from July and August 1914 detailing brake system development and testing.
| Identifier | ExFiles\Box 182\M18\ img107 | |
| Date | 30th July 1914 | |
| [Red ink annotation: CJ's MIND] [Red ink annotation: Waited ref By, silence, praises EP{G. Eric Platford - Chief Quality Engineer}'s experiment reports.] R - CJ to By, Wor{Arthur Wormald - General Works Manager} re/ J.{Mr Johnson W.M.} Spottswood Eng. (30-7-14) (106) I really regret to find he [unclear] our BCD set SAP. oil or brake. Ref. Fill - 62 Pres - of Fengol for cleaning process ?? [Red ink annotation: OLLEY's memory - than his head] [Red ink annotation: Spitty Send him one] [Red ink annotation: reply] By for R Regrets R's mail - not justified. (27-7-14) (107) New brake drum, which Olley sent a sketch already completed & issued to Works etc (w OT file) [Red ink annotation: GINGER! MISFIRED a ROCKET] CJ to Wor.{Arthur Wormald - General Works Manager} Definite info as to 1) Is prod. liner matl. (31-7-14) (108) per 10,000 miles test? 2) if not, why not? who is responsible for alt. m? 3) What steps poss to prevent a recurrence of such changes? By writ on memo - "exactly the same. Always a slight variation possible but this would not affect genl. statement" [Red ink annotation: also R - reply] Wor{Arthur Wormald - General Works Manager}/Mer. to As By's explanation - Mr Gradwell says (10-8-14) (109) m m/e/g castings has not detected any diff in matl. Our own inspector found no diff. in full testing (Rockwell). We believe present iron is slightly more uniform & we are explg 2 other grades of CI [Red ink annotation: A VERY SENSIBLE & OUTER DRAMATIC & IMPERIOUS MEMO. Says...] CJ to Wor.{Arthur Wormald - General Works Manager} R seeks his go ahead full fwd with (10-8-14) (110) 1) Wide dia pressed Ferodo liners 2) Wide drums from steel forgings, cooling ribs 3) Proper Meredes pedal motion, at last as for 58 NA{Mr Nadin} (this means more leverage. cwm) 4) Reduced leverage (does not match up with 3. cwm). By could put in hand at once. "Do you see any reason why not? If not - let it be done. LET IT BE DONE" [Red ink annotation: By Hy{Tom Haldenby - Plant Engineer} report] [Red ink annotation: Daylight emerges on Dyno tests] Wor{Arthur Wormald - General Works Manager}/Hy{Tom Haldenby - Plant Engineer} Rep. on DRB Ribbed drums on test, using (17-8-14) (111) straps 7 1/2" "Liners 2" " " 1 1/2" WIDE, 3rd gear at 30 mph on test tump m/c, full throttle 39 hp absorbed. After 6 mins NS{Norman Scott} drum red hot & Pedal corners appd. 1/2". Drums part of straps bright red when shut down. Some copper rivets flush. [Red ink annotation: R thinks Copper Rivets cause] conducting Results straps giving = exp fn. Straps firmly distorted By & Hy{Tom Haldenby - Plant Engineer} agree that this test exceeds anything on the road & cooling will be better on road. Distortion worse with iron & Ferodo liners. R asked to hold off thermoid & Raybestos tests pending promising Ferodo tests. Peculiarity - NS{Norman Scott} brake does prove progressive in every case. R to Wor{Arthur Wormald - General Works Manager}/Hy{Tom Haldenby - Plant Engineer} - Reply to K 112 Sheet ii [Red ink annotation: Pleased RHW Riles in the testing agony.] [Red ink annotation: By CJ Sheet ii] Nev/Mer. R to Wor{Arthur Wormald - General Works Manager} for Hy{Tom Haldenby - Plant Engineer} (CJ. N.s. Br.{T. E. Bellringer - Repair Manager}, 3rd gear @ 30mph too (21-8-14) (113) severe for cont. brake absorption. R best on 4th. R to do so on an endurance test on a passed car at full throttle. suggests to be tested with it watercooled brake & any Sld Central, cto Delannay-B, Daimler, Panhard etc & any other you have to test. To find out length of time & power absorption expectation. R thought 5 or 6 mins in 4th at 20 mph full throttle is perhaps all we can expect. [Red ink annotation: Brake trainers? a winning post important] [Red ink annotation: Sheet i] Wor{Arthur Wormald - General Works Manager}/Hy{Tom Haldenby - Plant Engineer} R to Hy.{Tom Haldenby - Plant Engineer} Any dyno cct to be used (not (21-8-14) (114) necessarily the tump rig). Plenty of dyno output now, no reason for delay. Brake trainers of 1st importance. Summary of improvements incl 1) Raising pedal plate ?) mods & handbrake? 3) Trials with Alum Brake shoes for Hy{Tom Haldenby - Plant Engineer} to push expts. & make parts in duplicate. a send to him for fitting to 58 NA{Mr Nadin} which engr now in old control [Red ink annotation: R to Hy{Tom Haldenby - Plant Engineer} 24-8-14] [Red ink annotation: TRIUMPH, AT LAST.] [Red ink annotation: for far better than old control] [Red ink annotation: NWC 1.25.8.14] Wor{Arthur Wormald - General Works Manager}/Hy{Tom Haldenby - Plant Engineer} (TC) CJ. R.{Sir Henry Royce} By.{R.W. Bailey - Chief Engineer} Ns.{Norman Scott} 1926 test on dyno (26-8-14) (115) Std CI liners, 4th gear, 20 mph full throttle 1 min 48 secs top tyre red hot in middle. Test stopped. still holding & horse of sparkes flying round the drum after cooling. drum distorted - nothing like (.0005 ovality). No sign on test. Power absorbed about 4-7 hp per minute. Results poorer with previous report (Ferodo). | ||