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).
The performance and issues with the flywheel, clutch, gearbox, and servo motor mechanism.
Identifier | ExFiles\Box 83\4\ scan0225 | |
Date | 27th May 1936 guessed | |
( 3 ) anchorage of the silencer allows it to hit the cross member. The springs in the silencer anchorage become dry in the cups and squeak. The riding in the rear seat over the exhaust becomes uncomfortably hot. FLYWHEEL & CLUTCH. LOP. GB.2100. 10" Borg & Beck 10 A.E.Type Production Clutch. Brown driving springs. S.82. Strengthened Eyebolts. The clutch has been inclined to jagger throughout the mileage. A new centre plate with oil thrower rings were fitted after a mileage of 6.300. This plate was no better than the previous and jaggering became more pronounced with the increase of mileage. It was examined at 11.000 miles. Oil had got onto the outer fabric. The outer steel casing of the clutch was smothered in oil. From the examination, the oil had drained down the clutch fingers and dropped on to the cast iron pressure plate, thence on to the fabric. The clutch plate was free on the splines. The splines were dry, the design not calling for lubrication. There was no sign of wear on the clutch outer pressing where the cast iron lugs take the drive. A considerable amount of oil round these lugs was probably the reason. The clutch, trunnion shaft, etc., was smothered in oil; no wear could be descerned in any of the working parts. A new clutch plate, the third up to this mileage, was fitted. With a normal engagement there is no jaggering. If a quick get-away is wanted, and the clutch held practically engaged with engine throttle half open for power, the clutch jaggers are more pronounced. The same applies when reversing up a hill. This is chiefly due to slack in transmission. There has been no sign of the clutch slipping, and no undue wear has taken place. Up to the present, the Borg & Beck clutch has not got the smooth engagement as the R.R. type on the Bentley. GEAR BOX. Y.3.BD.{Mr Berend} We had the synchromesh cones of the 3rd & top gears turned with a fine thread, to obtain experience of the working of the synchromesh as well as wear. The change of these two gears has been proof from crashing; an easy change has been maintained. The fine thread makes for easier manufacture as practically no hand bedding of the cones is required. This follows our reports of the Phantom III. synchromesh cones, from our research work. The box is free from oil leaks. There has been no rattle or periods from the change speed lever. SERVO MOTOR MECHANISM. LOP. GB.503 GL.{G. Linnett}1908 NS{Norman Scott} 4406-28-57 Suspension Bracket & Disc Type Damper. The disc type damper for the servo swinging arm has not given any trouble. It is a definate help in preventing front | ||