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).
List of required modifications for the Goshawk 20 HP chassis following a 10,000-mile test in France.
| Identifier | ExFiles\Box 57\1\ Scan322 | |
| Date | 25th May 1927 | |
| X5770 BYL/H. 25.5.27. RECEIVED MAY 23 1927 Derby c.Hs. {Lord Ernest Hives - Chair} C.Hancock. GOSHAWK. MODIFICATIONS CALLED FOR AS A RESULT OF THE RECENT 10,000 MILES TEST IN FRANCE ON THE 20 HP. CHASSIS. ------------------------------------------------- 1. The anchorage of the pull-off springs for the brake mechanism on the rear axle is not sufficiently stiff laterally. It gets hammered over by the stones. When it is hammered over, the springs of course are shortened, and the brake shoes do not clear. This in turn heats up the brake drums and softens to a degree sufficient to permit them to stretch the springs on the damping shoes outside the drum. We therefore want a scheme of stiffening up the bracket at the point indicated. 2. Exhaust cut-out (Controls). The pin areas appear to be inadequate. If there is any possibility of this scheme being wanted as standard, and I believe R. {Sir Henry Royce} has this in mind, the areas of the pin joints should be brought proportionately into line with the 40/50. A modification of a similar nature had to be made to the Phantom controls before they were passed. 3. Cutout jam. We propose to introduce a pin to control the "shut" position of the cutout throttle, precisely similar to the scheme adopted on the Phantom. 4. On every 20 HP. run in France we religiously break away the flange through the top of the drawn steel down-take pipe. The pipe is flanged over at its upper end, and as a result of continued alternate expansion and contraction resulting from the extreme conditions under which the car is run, these flanges invariably break adrift. 5. Exhaust Manifolds. The cast iron exhaust manifold cracked between two of the connections, the crack starting on the centre line of the pipe to the rear of the centre connection to the cylinder. This of course is again an expansion and contraction effect, and if the engine is run under extreme conditions, one does not quite see how it can be overcome without some form of sliding joint, which in turn is likely to leak and be a nuisance from that point of view. BY. {R.W. Bailey - Chief Engineer} | ||