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).
Report page continuing the analysis of competitor vehicle gearboxes and performance, specifically Daimler and Cadillac.
| Identifier | WestWitteringFiles\U\August1930-November1930\ Scan099 | |
| Date | 7th October 1930 | |
| -4- HS{Lord Ernest Hives - Chair}/BS.{A J. Barnes - Assistant Manager}M/AL.7.10.30.Contd. accelerator, they cannot engage until the engine speed is correct i.e. changing down the accelerator pedal must be flicked after all the other operations of changing have been completed and the reverse changing up. When it is necessary to drop more than one ratio the ordinary gear lever is used and the change is as on a normal box. Studebaker President. Double Helical, Free Wheel Top & Third with Dog Change. After the Daimler this appeared to be an incomplete attempt at solving the changing gear problem. Even with the freewheel in action, it was possible to make a lot of noise changing to third unless one drove in rather the same manner as on a normal car. The free wheel emphasised the fact that the engine was not particularly silent or smooth. The third speed was commendably quiet. The suspension had the same 40 M.P.H. pitching as the other cars and was not impressive. Cadillac. Synchro Mesh Gearbox. This was a three speed box. The silence of the second speed was poor compared with the Graham Paige, Chrysler Studebaker, etc.; about equal to a good standard box third. Naturally their difficulties are greater on a three speed box. Changing necessitates a pause between the gears and may be easy once one is used to it but is not very impressive at first aquaintance. | ||