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).
Modifications and performance of the 5-G-11 car, focusing on crankshaft vibration and steering.
| Identifier | ExFiles\Box 74\3\ scan0294 | |
| Date | 20th October 1924 | |
| R.E. 493A (20H) (D.A. 652 20-3-24) J.E.D. EXPERIMENTAL REPORT. Expl. No. 4219 REF: Hs{Lord Ernest Hives - Chair}3/LG20.10.24. Handwritten: +4221 To R.{Sir Henry Royce} from Hs.{Lord Ernest Hives - Chair} c. to CJ. BJ. c. to E.{Mr Elliott - Chief Engineer} DA.{Bernard Day - Chassis Design} c. to BY.{R.W. Bailey - Chief Engineer} Wor.{Arthur Wormald - General Works Manager} 5-G-11 CAR. Handwritten: +4219 +4221 We have had this car at the Works for 2 or 3 days making one or two modifications before bringing it to WW. on Wednesday. The crankshaft fitted to this engine is a standard crankshaft and not one of the larger diameter as suggested in your memo. R5/M6.10.24. The high speed vibration which comes on above 62 m.p.h. on top gear or 40 m.p.h. on second gear is the usual high speed vibration on the 20 HP. We examined the slipper wheels on the front end of the crankshaft and found them to be working correctly. The performance of 5-G-11 is above the average when timed over our standard route. Steering. We were not very pleased with the steering on this car fitted with balloon tyres. There was a distinct heaviness at low speeds and considerable movement of the steering wheel and inclination to wobble at average speeds. We have changed the front axle on this car and fitted an experimental one which we have had running on which the point of contact on the road is .5" off centre-point instead of true centre-point, as on the standard 20 HP. We consider that the new axle has made a definite improvement. The steering is not as heavy at low speeds. The axle has been produced from standard parts. The transverse angle of the contd :- | ||