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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 Phantom 4-wheel braking system, detailing changes to braking distribution and performance.

Identifier  ExFiles\Box 5\3\  03-page184
Date  17th September 1925
  
R.R. 469a (1000 Bks) (1012-3) 24. 1-25. L.W.G.Co.

EXPERIMENTAL REPORT
Expt. No. X5420
REF. Hs{Lord Ernest Hives - Chair}2/LG17.9.25.

To R.{Sir Henry Royce} from Hs.{Lord Ernest Hives - Chair}
c. to CJ. BJ.
c. to RG.{Mr Rowledge} E.{Mr Elliott - Chief Engineer}
c. to DA.{Bernard Day - Chassis Design} BY.{R.W. Bailey - Chief Engineer}
c. to Wor.{Arthur Wormald - General Works Manager}

PHANTOM - 4-WHEEL BRAKING.

The present 'V' series braking distribution -
Direct - servo to rear - servo to front is 1 - 2 - 2.
The braking on chassis 46-PK which we left at WW. has
been reduced to 1 - 1 - 1 by increasing the mean radius
of the servo operating face cams from .544" to 1.088".
This has reduced the total number of braking units
available from 2120 to 1275.

Although the braking on 46-PK car appears to
be quite satisfactory at moderate low speeds, the braking
at high speeds we should not consider satisfactory.
It is a fact on any car that considerably more pedal
pressure is required at high speeds than low speeds.

The ratio of braking on 46-PK at WW. is now
the same as on 8-G-111 which is also at WW. The weights
of the cars are 48 cwts. and 31 cwts. respectively.

Hs.{Lord Ernest Hives - Chair}
  
  


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