Continental car trial, detailing issues encountered and specifications for a future test car.
| Identifier | ExFiles\Box 56\2\ Scan030 | |
| Date | 4th July 1932 guessed | |
| -7- Mr Pass decided not to continue the route, we therefore cut across Switzerland and back to Boulogne. The car ran very well throughout the journey. At St Moritz after the Katchburg and Pass del Giovo, the N.S. rear brake almost seized. It had been set a little too close, therefore I let the adjustment out one notch. I found six nuts on the induction pipe almost off. The rear lamps (two), the filament had broken, and the number plate was damaged. No further trouble was experienced with the car. The Hartford shock dampers were tightened up almost solid, this was done at the request of Mr. Pass, and it is necessary, to keep control of the car for cornering and high speeds. The Continental Phantom is too big for the trial. It takes up too much road on the Passes. Its turning circle is too great for the corners on the level as well as the Passes. The car for the test should have a wheelbase of not more than 10 ft 6 ins. Its turning circle not more than 45 ft. The brakes must be of ample size, and ribbed drums. The road wheels should have a quick locking device. A petrol gauge that is reliable. A rev. counter with a red line denoting maximum revs, no speedometer. Swivelling headlamps to follow the steering on passes at night. Oil base to hold 2 gallons. Petrol tank 25 gallons. Exhaust cut-out with open car. The D.W.S. Jacks. Fuses in glass tubes, too much time is wasted fitting the fuse wire. Rear tail lamp that bulb can be got at easily. Acceleration same as Phantom, increased performance if possible. | ||
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).