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).
Test run report on an Experimental Phantom II, chassis number 23-EX, detailing performance of various components.
| Identifier | ExFiles\Box 11\3\ 03-page122 | |
| Date | 26th May 1930 | |
| COPY. N-S. Sg.{Arthur F. Sidgreaves - MD} from Br.{T. E. Bellringer - Repair Manager} Copy to PN.{Mr Northey} Br1/GS.26.5.30. re Chassis No. 23-EX. Experimental Phantom II. I give below my report on the recent test run carried out in France accompanied by EP.{G. Eric Platford - Chief Quality Engineer} I have put the various items in the same order as given in Experimental Department memo. Hs{Lord Ernest Hives - Chair}/Rm{William Robotham - Chief Engineer}2/MJ16.5.30. BRAKES. Very good all round. No sign of squeaking under any circumstances. DYNAMO. Apparently quite satisfactory. EXTRA OIL TO CYLINDERS. Very satisfactory. No sign of piston knocks from cold. AIR SILENCER TO CARBURETTOR. There is a disappointing lack of speed with this car. The maximum obtained was 76 m.p.h. and I formed the impression that this was due to carburation as the carburettor does not appear to supply enough gas to the engine in order to exceed this speed. The opening of the cutout at high speed made practically no difference at all. I think this is a very disappointing feature, as maximum speed now appears to play such an important part in our present day owners' requirements. Whether I am right in presuming that the trouble is due to carburation or not, I certainly think that the car should be capable of practically 10 m.p.h. more. CLUTCH. Quite satisfactory in engagement etc., but it stops very slowly when hot, making it difficult to change gear quickly. BONNET. The new type locks appeared to function correctly but they do seem to be a very elaborate fitting for the simple purpose of locking the bonnet. While on this subject, I think I ought to point out that I have received several criticisms from customers on the latest bonnet fasteners. It is suggested that these do not seem to be so positive as our old type and it is possible to think that one has fastened the bonnet and to find at high speed that the fasteners had not caught up properly and we, of course, all know the seriousness of an unsecurely fastened bonnet at high speed. CENTRE JOINT LUBRICATION SYSTEM. It is noted that this is now connected to the axles. From the leakage of oil about the front axle, it would appear that the amount to this unit requires reducing. NIVEX PETROL GAUGE. Rather unsatisfactory, even with frequent pumping it does not give accurate reading. | ||