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).
Steering issues related to worm and nut components and high-speed wobbles.
| Identifier | WestWitteringFiles\Q\2April1927-June1927\ 81 | |
| Date | 6th May 1927 guessed | |
| contd :- -2- springs and to the axle design have both effected appreciably more improvement with regard to road shocks than the change from the 1.125 to the .720 worm and nut. This is borne out by the experience of FN. who tried in France an old type Phantom upon which the only alteration was to the worm and nut. The Repair Dept. at present state that they have considerably more success with the .940 lead worms than with the .720 in curing complaints. This does not at first sound logical but the explanation is that in order to prevent tightening up in service and loss of self-centering the .720 worms and nuts have to be made exceptionally free and consequently reversible. We have at present a Phantom owner with an old type axle and .720 lead worm and nut whom we cannot satisfy although we have given him the spring loaded cross steering tube and the low rating side steering tube springs. We have tried two separate worms and nuts on this car with the low lead without success. There is no doubt that this customer is very critical and does a lot of Continental work, but we feel that this case confirms the fact that the lower lead worms and nuts do not on the whole give very successful results. We hear from America that manufacturers are experiencing the same difficulty and are avoiding the lower lead worms. We are interested in the parallel control on the 20 HP. the tests on which we hope to repeat and are continuing tests on high speed wobbles with a view to learning more about the gyrostatic action of the wheels. | ||