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).
The condition of the engine suspension, exhaust system, and radiator studs.
| Identifier | WestWitteringFiles\T\2January1929-June1929\ Scan010 | |
| Date | 1st January 1929 guessed | |
| -3- cylinder head flange. The present rocker cover leaks oil at the front end due to the felt having become compressed too much, the consequence being the metal of the cover is now resting on the metal of the cylinder head flange. We think it would also be advisable to fit three, if not four, holding down nuts, the two do not seem sufficient to get an even pressure for the length of the cover. SUSPENSION OF ENGINE. Your four rubber engine mountings from an outside examination appear to be quite O.K. We have had one bolt on the n/s front work loose, this bolt or rather stud is very difficult to get out, and in this case one of the nuts had unscrewed itself right off, the locking plate apparently not having been securely turned over. In case any of these bolts break, it is impossible to replace them without dismantling the engine foot from the frame. EXHAUST PIPE COUPLING MANIFOLDS TO SILENCER. This pipe has distorted very badly and which caused the sliding joint to come right out of the silencer casing almost an open exhaust. The distortion of the pipe is at the first bend, this bend has quite straightened out, the result being the pipe being held at the other end by the silencer it has caused the straight portion of the pipe to become bow-shaped, and instead of the pipe lying horizontally to the frame, it is now approximately 2" lower in the centre. This has caused the pipe to shorten itself by approx. 2", bringing the inner silencer pipe with it. The new inner silencer pipe sent out with an extra band on the front end to allow for a bigger expansion of the sliding joint is not satisfactory. If you will look at the drawing you will see that when this inner pipe is drawn out with the silencer approx. 1" the rear end leaves its housing, this housing should be increased in length to take care for the increased movement of the sliding at the front, otherwise as happened in our case, the inner tube became detached at the rear end. Referring back to the exhaust pipe, we are of the opinion that a stay should be placed to support the pipe somewhere about the centre of the straight portion, as there is no stay between the manifold and the middle of the silencer. It does not appear that lagging this pipe would be very successful, as now we have the full exhaust gas going through this one pipe, which in our case has started to make the pipe scale very badly. To stop the distortion and scaling of the pipe as much as possible, we have taken the lagging off, unfortunately this causes more exhaust noise, but it does keep the pipe much cooler. EXHAUST SNOUT AND SWAN NECK. These are still O.K. EXHAUST CUT-OUT. The exhaust cut-out functions quite O.K. and is mechanically in good condition. On the open roads over here we have found that the cut-out open gives us approximately 5 M.P.H. more. The noise from the cut-out is very definitely more pronounced. It has a very bad effect inside a close body up to a speed of 50 M.P.H. This is a very bad booming effect and is very irritable. Above this speed it has a very pleasant tone and is not at all objectionable. With cut-out closed there is a very bad retired boom from the exhaust, the exhaust noise is generally more pronounced than on the present Phantom. When starting up from cold the exhaust noise is very tinny. RADIATOR. TO L.O.P. E 77675 N.S. 2727 DASH 2683 DASH 2696 S.C.H. 1048. The diameter of the suspension studs increased from .25" to .3125". During the first portion of the mileage. | ||