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).
Meeting notes discussing issues and solutions for gearbox mountings, spare wheel carriers, and clutches.
| Identifier | ExFiles\Box 30\1\ Scan032 | |
| Date | 2nd September 1934 guessed | |
| - 4 - at the rear of the gearbox which are reported by GWH{George W. Hancock - Head Chateauroux} to be unsatisfactory insofar as they became vulcanized to their retaining cups and took up a permanent set when the engine droppe due to the collapse of the bottom supporting rubber. GWH.{George W. Hancock - Head Chateauroux} stated that the rear rubber mounting was extremely inaccessible when the propeller shaft damper was fitted. Design Department undertook to look into the matter. In addition GWH.{George W. Hancock - Head Chateauroux} pointed out that the nuts on the vertical bolts through the rubber blocks could and did foul the crossmember. E.{Mr Elliott - Chief Engineer} suggested that the use of a lock nut would prevent this happening. Design Department will issue instructions accordingly. E.{Mr Elliott - Chief Engineer} asked if there had been any appreciable dropping or distortion of the rear crossmember. A design had been issued for a stiffener. This was reported to be satisfactory and the stiffener - to LeC. should be instructed for production. It was agreed that the front engine stays should be retained for production in addition to the stays from the cantilever pedals. A modification to the jaws on the front stays is required to overcome the excessive wear of the pins and jaws. Spare Wheel Carrier. The evidence available indicates that the failure of the spare wheel carrier bracket is not due to the fact that rubber engine mounting is used. A similar failure occurred on chassis 18-G.IV which had the present standard engine mounting. Both cars however were fitted with controlled dampers and it was agreed that the failure came about as a result of running the damper loads in their maximum position. Design department are to instruct stiffer bracket and it was agreed that this could come on production as soon as it becomes available. Clutch. It was agreed that we are not yet in a position to change our present standard clutch for production cars. The clutch on 21-G.IV had standard friction material on the driven member and was never satisfactory. In addition to jaggering badly considerable slipping was experienced when driving the car through London traffic. The same type of clutch however when fitted to Bentley car 4-B-IV with Borg and Beck friction material on the driven member has completed its test in | ||