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).
Analysis of the oil filler, oil level indicator, and rear axle components, considering design, cost, and comparison to alternatives.
| Identifier | ExFiles\Box 127\1\ scan0252 | |
| Date | 20th November 1935 | |
| -10- OIL FILLER. This may be satisfactory and sufficient for the purpose, the cover also cannot be denied certain good, if cheap points, we should imagine, however, that a few dozen of these could be purchased for the cost of our filler and filler cap. OIL LEVEL INDICATOR. When compared with the price and reputation of the car, this necessary and important part of the engine plumbs the depths of simplicity. Its effectiveness is beyond dispute, and expert opinion all over the works declare that as a means of indicating the true level of the oil in the crankcase it is unequalled. Why then do we, at heavy cost of machining and hand-work, so elaborate our own Oil Level Indicator that it has now reached as high a standard as the other is low. In brief, on the Packard car we have a dipstick, whilst on the Phantom III, we have an instrument. REAR AXLE. Of the larger units that go to make-up the complete car, the construction of the Rear Axle calls for favourable comment. Whilst not conforming to the ideal Rolls-Royce Axles in shape, line, or strength, it nevertheless has features that could be used by us and yet keep a good quality job. The adoption of some of the designs would considerably reduce cost of manufacture notably in hand-work, and above all be helpful in obtaining more quickly, quiet gears. The main axle casing is constructed on what may be termed the banjo type, and is made up of two pressings of the same shape placed together and welded at the seams. When placed in correct position on the chassis the top face of the large centre part of the casing takes a pressing or cover. The removal or this is a simple matter and discloses the interior of the axle. The gear unit is mounted in a steel yoke, forging or casting, where after the complete building or bench assembly, they can be correctly set and afterwards attached as one unit to the lower face of the axle casing. A screwed adjusting cap is conveniently situated for taking up slack in gears, or for making other necessary adjustments. | ||