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).
Page from a journal describing the 'chassisless' construction of the Morris Ten-Four and a Vickers hydraulic brake booster.
| Identifier | ExFiles\Box 128\3\ scan0031 | |
| Date | 8th April 1939 | |
| 474 'CHASSISLESS' MORRIS SEDAN Completed assembly of the Morris Ten-Four right-hand and left-hand side panels, and front valances. Then follows (Fig. 6) the windshield panel, joined by spot-welding to the A posts and by gas-welding to the top edge of the cowl side panel, P; this joint is later filled with plumber's solder. Spot-welding is also continued along the flange of the dash pan assembly. The sliding-roof channel assembly (Fig. 7) is located and fixed to the windshield top rail and both sides of the roof side members by spot-welding; it is afterwards braced to the roof sides by reinforcements. The roof panel and rear panel assembly, shown in position in Fig. 8, includes the drip moldings alongside the roof, spot-welded in position, and the assembly as a whole is spot-welded to both side panels from the windshield top rail to the rear-quarter panel. It is joined to the windshield panel by butt-welding at a point in line with the front end of the sliding head opening. On fixed-head models (with no opening behind the windshield top rail) the butt-weld is continued across the full width of the roof. At the rear end the roof panel assembly is spot-welded to the top flange of the trunk panel assembly. The right hand and left-hand drip moldings are in two parts, front and rear. The front ones are spot-welded to the A posts and are joined to the rear parts by welding at a point opposite the roof panel and windshield panel joint. Completion of the build-up of the underframe and body occurs with the addition of the sliding roof, the front and rear doors and the trunk lid.{A. J. Lidsey} Morris claims that repairs made necessary by accidents involve no more difficulty and expense with "mono-construction" than with separate chassis and body. A comprehensive manual issued for the guidance of repairmen describes and illustrates the build-up of the underframe and body, then gives exploded views on which the parts numbers are inscribed (as an aid in ordering parts), and then gives illustrated hints on the elimination of small irregularities. Another section is devoted to recommended welding methods. Bent side members, "pushed-in" rear end, and other deformations resulting from accidents can be corrected without replacements. This is supplemented by illustrated advice on the removal of small dents from panels, the shrinkage of buckles, patching by welding and the correction of stretched panels. Other sections are devoted to recommended welding methods, the breaking and remaking of spot, gas, lap and butt welds, torch soldering, replacement of damaged panels and underframe alinement. Finally, there is a section on welding in general. With pages 10 1/2 x 8 1/2 in. on art paper with loose-leaf binding, the manual runs to over 100 pages and is believed to be unique in character and form. Hydraulic Brake Booster A DEVICE for use in hydraulic braking systems which permits of doubling the pressure between the brake shoes and drum for a given pedal pressure is being manufactured by Carroll B. Vickers Manufacturing Co. of Buffalo, N. Y. It is intended for use mainly on trucks, buses, and other heavy vehicles. The unit is secured to the frame and connects to the outlet from the master cylinder of the braking system by a tube. When the brake pedal is first depressed and the clearance between the brake shoes and drums is being taken up, the brake fluid moved by the master cylinder passes directly through the unit to the brake cylinders, but after a certain pressure has been reached, the passage through the unit is shut off. The line pressure at which this change-over occurs can be varied by means of the adjusting cap shown at the bottom of the unit in the illustration. It is usually held at somewhere between 300 and 500 lb. per sq. in. Thereafter the fluid put under pressure by the master cylinder acts against a plunger in the relay unit; this plunger is integral with another one of one-half its cross sectional area, moving in the right-hand cylindrical extension of the unit. The smaller plunger forces the fluid toward the brake cylinders, and as the force on both plungers is the same, the unit pressure is twice as great in the lines to the brake cylinders. An automatic pressure shut-off located on the unit over the connection from the master cylinder, protects the system against excessive pressures. [Image of booster with text: VICKERS MFG CO BUFFALO NY USA, UNITED STATES AND FOREIGN PATENTS] Vickers booster for hydraulic brakes Automotive Industries | ||