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).
Report reviewing the performance and design of the engine controls, steering, and braking systems.
| Identifier | ExFiles\Box 69\3\ scan0027 | |
| Date | 19th January 1925 guessed | |
| - 3 - (2) ENGINE CONTROLS - Contd. Ignition. ......ignition under these circumstances I suggest M for last choice giving:- OFF, MB & C., M.{Mr Moon / Mr Moore}, B & C - for the four. The control of the radiator shutters is considered very poor. It is very much out of the way, it is very hard to notice at a glance the position the control is in, and it is considered that it should be placed in a much more noticeable position and that it should be of a more robust design. Klaxon Push. The design of this does not appear to suit the design of the other controls on the steering head and it is suggested that the cap over the switch should be made cylindrical instead of being domed, of as small diameter and height as possible and that the actual push should be made larger in diameter, say, 1" instead of 23/32" as at present, the cap being made of metal and blacked like the remainder of the controls, and the push itself being made of a blued or oxidised steel. A small sketch is attached showing the present cap and push, and that now suggested. (3) STEERING. The gear ratio of the steering is considered satisfactory and the steering of this car was a distinct improvement over that of 93-NK as regards the transmission of vibrations ~~due to~~ shocks from the road wheels to the steering wheel, and in this respect was very satisfactory indeed. The steering, however, appeared to get stiffer and stiffer as it was moved over to the extreme position, and in the extreme position on both looks was very heavy indeed. (4) BRAKES. Servo gear and general feel of the brakes is quite satisfactory but there is a distinct tendency to skid with this car, which may be due to the adjustment of the brakes themselves. Dealing now with the differences between this car and 93-NK as regards the particular points which were criticised on 93-NK, (1) The clutch jagger is absent in this car, and the behaviour of the clutch altogether is considered quite satisfactory. (2) Pressure required to withdraw the clutch is Contd. | ||