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).
Various novel gear changing mechanisms and transmission technologies.
| Identifier | WestWitteringFiles\V\October1930-February1931\ Scan054 | |
| Date | 11th March 1930 | |
| EG. FROM R.{Sir Henry Royce} (struck out) G.{Mr Griffiths - Chief Accountant / Mr Gnapp} to WOR.{Arthur Wormald - General Works Manager} BY.{R.W. Bailey - Chief Engineer} (struck out) C. to HS.{Lord Ernest Hives - Chair} TN. (struck out) C. to C. EF. (struck out) C. to PA.{Mr Paterson} E.{Mr Elliott - Chief Engineer} (struck out) R1/M3.11.30. ORIGINAL X523. X7310. X5310. X4510. X2061. CHANGE GEAR - PRESENT POSITION. RECEIVED 14 NOV 1930 Although we have given this subject much attention in the past we have never had sufficient confidence to adopt any of the novel schemes offered to us, or produced by us. Perhaps this want of pluck has been wrong but it would be a still more serious matter if we adopted the wrong thing. In other words, because we are in a good position we have to be extra careful. Most of the attempts at a departure from the orthodox are not very drastic except the Wilson gear, of which I still admit I have the impression that it will not give entire satisfaction, especially on the higher powered cars, but time will prove. Personally I have not sufficient courage to recommend our adopting it, or the fluid flywheel. The Salerni coupling at one time looked as if it might be useful, and as it was offered to us on such easy terms I thought we ought to give it a chance. The difficulties to make it meet all the varied conditions of reverse and a stopped engine makes it quite impractical, and personally I have for some time ceased to have any faith in its utility to us. Also, all other freewheel arrangements have been abandoned by us as not likely to be good enough to ensure success. The spool gear was thought by many to be so very good that several important American (and some European) people have adopted it, but it is mechanically an awkward gear, though admittedly very silent (for one gear only) providing it remains in good order for a longer time than the early specimens. As regards ease of changing this virtue was only due to the small ratio of the spool gear, about .75, which was forced upon the makers as the highest possible with ordinary dimensions. Recently we have learned that there have been some improvements - (a) in lasting qualities, and (b) the adoption of backed off (Maybach) type of jaw clutch. But there are 3 gears always in mesh and much of the ease of changing was due to backlash in the transmission. At the moment we do not regret that we did not adopt it. The Synchromous mesh (property of General Motors) used by Cadillac and Le Salle has to some extent been useful, but some of its automatic qualities I understand have been found impractical and have been abandoned. Moreover this device has I believe been unwisely | ||