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).
Issues with the Phantom 11 gearbox, specifically the brake lining and clutch, and proposing new gear train designs.
| Identifier | ExFiles\Box 15\5\ Scan234 | |
| Date | 23th January 1932 | |
| To Hs.{Lord Ernest Hives - Chair} From R.{Sir Henry Royce} (At Le CanadelHenry Royce's French residence). c. to E.{Mr Elliott - Chief Engineer} Da.{Bernard Day - Chassis Design} c. to OY. Sg.{Arthur F. Sidgreaves - MD} c. to Wor.{Arthur Wormald - General Works Manager} Rg.{Mr Rowledge} γ 7310 R.1/WJ.23.1.32. Phantom 11 Gearbox. Naturally I was pleased when I heard that the double top was so encouraging and attractive, but very disappointed to hear that the brake lining does not stand up because I thought the duty was light and with auto adjustment would last years. Two things strike me, (1) that brake and clutch might be both on at the same time, (though as designed this was not so). (2) That the auto adjustment is continuing to screw up the brake strap when it does not need it, i.e. after a few times the brake strap no longer clears the drum and is always on. Evidence of the heat suggests the latter, the continued rubbing while on top gear with heat and over tightness might destroy the lining. It may be that the brake is not big enough for the work, evidence would say that the clutch would also fall because this has not any more capacity for losing heat and would have as much work to do. If this specimen of ours fails through under capacity I do not see how Wilson stand the larger engines, because they start the car on their epicyclic brakes. Before I heard of this being hopeful and attractive, I had been working here on a complete train which is the best I have found or known after many years of thought (on and off times) and I was proposing to control this the same way, and with a side lever having simple forward and backward movement for silent idling and shunting but if we cannot make the hydraulic and friction scheme work we should have to go to synchro mesh and use the main clutch for every change. The train I have schemed has 3 units for 4 speeds and reverse (usually 4 and sometimes 5). I can nearly do four speeds with 2 units but cannot yet see how to handle it. Three speeds can be done very beautifully with 2 units and is the simplest thing I have known but I fear would not find favour. | ||