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).
Steering system modifications, issues encountered, and performance analysis.
| Identifier | ExFiles\Box 83\1\ scan0251 | |
| Date | 12th August 1936 guessed | |
| ( 12 ) silence and is a most successful feature. The petrol pumps were just audible when priming, and not heard at any other time. STEERING COLUMN & BOX. LOP FB.239 N.S.4800. Existing, complete to above LOP. The following new parts fitted:- N.S.4800 Increased engagement of Ball Pin and Locating Washer. Side Steering Tube & Rear end joint. FB.2555 Rocking Shaft. FB.2556 Ball End Pin - Pendulum Lever. FB.2561 Pendulum Lever. SIDE STEERING TUBE. LOP FB.240. Existing, complete to above LOP. The following new parts fitted:- N.S.4800 Increased engagement of Ball Pin and Locating Washer. Rear end Joint. FB.2549 Socket FB.2558 Ret. Piece. FB.2559 Spring FB.2560 Mud Excluder. CROSS STEERING TUBE. LOP GB.1588. Existing, complete to above LOP. The controls rattled in the column when the engine roughness became bad. An oil leak was experienced from the flange at the lower end of the controls. It was necessary to lap the faces of the distance pieces and make paper washers to cure this. No other troubles were experienced with the steering box. A very bad wheel wobble occurred at 15 MPH. when first taking over the car. It was found that one steel spring pad was missing in the N.S.end of the cross steering tube, and the poundage on the ball was found to be 2 lbs. A spring pad was obatined and fitted which brought the poundage up to 5 lbs. No further wobbles occurred during the mileage. The steering was heavy at low speeds at the beginning of the mileage. At 7,000 miles, it was found necessary to force oil to the O.S. steering pivot, but this was attributed to ineffective bleeding and priming when the new carrier plates were fitted. The steering gradually became lighter as the mileage increased and was good in this respect at the end. It remained steady and practically free from road shocks throughout the running. Directional control and cornering were good after a satisfactory setting for the dampers had been found, but correct pressures were essential with the large 6" section tyres that were fitted to this car. The best front pressures were 30-32 lbs/sq." Anything more than this tended to produce wandering, made the steering too sensitive, and reduced comfort. 33-35 lbs/sq." in the rear covered all loads. Anything less than this allowed the car to sway and steer badly. With the best setting of tyres and dampers, the steering was exceptionally good under all conditions. Handwritten Note: G.W.H. What about standardising these tyres (Rm{William Robotham - Chief Engineer}) | ||