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).
Full R.A.C. report on the 15,000 miles Siddeley-Deasy trial, published in 'The Autocar' magazine.
| Identifier | ExFiles\Box 23\4\ Scan064 | |
| Date | 22th July 1911 | |
| THE AUTOCAR, July 22nd, 1911. 143 The 15,000 Miles Siddeley-Deasy Trial. Full R.A.C. Report. THE following is the full text of the certificate which has been issued by the Royal Automobile Club in the trial of a 15.9 h.p. (R.A.C. rating) "J.{Mr Johnson W.M.} D.{John DeLooze - Company Secretary} Siddeley" type Deasy car, which between April 12th and June 19th underwent a 15,000 miles trial under the Club's Open Competition Rules: This is to certify that a 15.9 h.p. (R.A.C. rating) "J.{Mr Johnson W.M.} D.{John DeLooze - Company Secretary} Siddeley" type Deasy car was entered for a 10,000 miles (subsequently increased to 15,000 miles) trial by Messrs. The Deasy Motor Car Manufacturing Co., Ltd., of Coventry. Particulars of Car.— Works No. of car ... 2465 Bore and stroke of engine ... 80 mm. x 130 mm. Number of cylinders ... 4. Weight of car ... 2,753 lbs. Average weight of load ... 332 lbs. Total running weight ... 3,085 lbs. Gear ratio on top gear ... 3.78 to 1. Size of tyres ... 815 mm. x 105 mm. The car was fitted with a two-seated body, with Cape hood and wind screen. The weather was fine and warm with a few days' rain. Description of Trial.—The trial was held upon Brooklands Track. The total distance run was 15,008.4 miles (which includes 83.2 miles between the lock-up and the track). This distance was covered without any involuntary stop. The average speed at which the 14,925.2 miles upon the track was covered was 34.71 miles per hour. The average speeds per approximate 5,000 miles were:— First 5,000 miles 33.9 miles per hour. Second 5,000 miles 35.5 miles per hour. Third 5,000 miles 35.4 miles per hour. The petrol consumed was 648¼ gallons, being a consumption of 23.143 m.p.g., or 31.861 ton-miles per gallon. The lubricating oil used in the engine was 12.6 gallons, being a consumption of 1184.49 m.p.g. In addition, 5½ pints of oil were put into the live axle casing, and 7½ ounces into the clutch. No oil was put into the gear box; 7 gallons 6½ pints of water were used during the trial. The average day's run was 298.6 miles, and no work (which includes lubrication) was done, except at the beginning or end of each day. All work was done in the motor house. The work set out in the table below (excluding lubrication) was done during the trial, the total time occupied being 57m. 6s. In addition to the above work the petrol filter was cleaned and the trap beneath the carburetter float and jet drained, on five occasions. The total time taken by one man was 13m. 13s. The hot air supply to the carburetter was adjusted twice, and a loose screw in the bonnet board was finger-tightened. The times taken were in each case less than a second and are not included in the above total. Condition after Trial.—The car was completely dismantled after the trial. The following are details of the condition. It should be noted that where there was no apparent wear the condition was characterised as "good." Frame and Fittings.—All rivets except the following were tight: Those in near front dumb iron were working, and two of those in the back spring hanger of the off front spring were loose. The U bolts of this spring were slightly slack, the packing being displaced. The corresponding bolts of the near front and of the rear springs were tight. The shackle pins of both front springs were much worn. The screws holding the bonnet boards to the frame were loose, and one was missing. The starting handle bush was good. Steering.—The pins in the steering transverse rod were good. The worm and sector and bearings in the steering box were good. The two halves of the ball socket at the rear end of the coupling rod were a loose fit in the tube, while the front ball socket was in good condition. The front wheel steering-pivot bushes were slightly worn. Radius Rods.—The near side buffer sleeve was slightly slack on the rod; the off side was good. The balls and sockets at the ends of both rods on both sides were in good condition. Engine.—The four cylinders, pistons, and rings were in good condition. The condition of the pistons as regards carbon deposit was good. The gudgeon pins and bushes were in good condition. The big end bearings of the connecting rods were very slightly worn. The wearing surfaces of the crank pins were highly polished. The main engine bearings were in good condition. The induction pipe was fractured at one of the flanges which attaches it to the cylinders. The valve tappets were very slightly worn on the heads and were in good condition as regards the fit in the tappet guides. The timing wheels were in good condition. The faces of the inlet valves and their seatings were good and were not pitted. Those of the exhaust valves, though pitted, had good working faces. The stems and guides were good. Of the eight valve springs two were found to be broken. The engine was in a clean condition externally. The holding down bolts of the engine, while not loose, were not fully tight. Clutch.—The pins of the connecting rod of the clutch pedal were slightly worn. The bearings of the transverse rod, carrying the clutch fork, were in good condition. The clutch-shaft universal joint was in good condition. Gear Box.—The change-speed side lever was loose upon its shaft. The front end bearings of the main shaft were slightly worn and were loose in their housings. The back end bearing was good. The front end bearing of the lay shaft was good, and the back end slightly worn. Both were loose in their housings. All gear wheels, the top speed dogs, and the sleeves, shafts, and feathers were in good condition. Propeller-shaft.—The ball bearings in the back universal joint were destroyed, and there was consequently much looseness. The inside of the universal joint casing was found to contain a large quantity of coarse sand mixed with the grease. The bearings of the front end were sound, but slightly worn. The front end of the shaft where it slides within the universal joint was found to be without lubrication in places, but was otherwise in good condition. Miles completed., Men employed., Time taken. M.{Mr Moon / Mr Moore} S., Work done. 1,962, 2, 10 2, Radiator rubber water connection leaking; bound up with copper wire. 2,559, 1, 0 30, Oil filter cleaned. 3,007, 1, 7 0, Removed sparking plugs for examination. 3,304, 1, 0 30, Bonnet hinge pin working out; knocked in. 3,623, 2, 2 31, Ditto. 3,928, 1, 1 8, Ditto. 4,839, 1, 1 37, Ditto. 5,175, 1, 1 6, Oil filter examined but not cleaned. 6,950, 2, 4 56, Examined make and break of magneto. 6,950, 2, 0 20, Adjusted foot brake. 6,950, 2, 1 22, Adjusted hand brake. 8,027, 1, 0 12, Nut on pin at rear end of side brake pull rod tightened. 11,079, 2, 2 4, Tightened bolts holding oil tank to frame. 11,079, 1, 9 31, Removed sparking plugs for examination. 11,377, 1, 2 22, Examined oil pump for leakage; no leakage was found. 12,288, 1, 1 53, Examined spark gap of magneto. 13,516, 1, 0 2, Adjusted foot brake. | ||