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).
Oil leakage issue with the axle pivot on the 20/25 model and recommending further tests.
| Identifier | ExFiles\Box 107\1\ scan0278 | |
| Date | 11th April 1935 | |
| x560 Rm{William Robotham - Chief Engineer} To Wor.{Arthur Wormald - General Works Manager} from E.{Mr Elliott - Chief Engineer} E.6/HP.11.4.35. c. Hs.{Lord Ernest Hives - Chair} By.{R.W. Bailey - Chief Engineer} EP.{G. Eric Platford - Chief Quality Engineer} Mx.{John H Maddocks - Chief Proving Officer} re GSF-4. Replying to your memo Wor.{Arthur Wormald - General Works Manager}2/R.4.4.35, in connection with the points raised in Sg.{Arthur F. Sidgreaves - MD}11/E.1.4.35, we deal with these as follows:- (1) Brakes. The cover on the bottom of the axle pivot which carries the weight of the car and has to remain oil tight, is secured with two studs only on the 20/25 axle, and is an old design which has remained thus for nearly 10 years except for the increase in depth mentioned in BY.2/G.8.4.35 which comes in on the first chassis of 'G' series. On the Bentley we use a 3 bolt flange and on the Phantom a 4 bolt. The Bentley originally was fitted with a 2 bolt flange, but during the development of the chassis we carried out some special tests with the joint under pressure and demonstrated that leakage occurred with the original weak flange when the weight of the car was allowed to fall on the joint, and that the leakage was stopped with a stronger 2 bolt flange which was eventually superseded by one having 3 bolts. Any alteration increasing the number of bolts to more than two on the 20/25 would involve considerable change. It would be necessary to alter the pivot, wheel hub, and steering levers. Personally I feel that as this is the first complaint of its kind, so far as I am aware, we have had on the 20/25, we ought to have more evidence before contemplating sweeping changes, particularly as we think the production of this axleshould be drawing to a close, and so many have been made which have given satisfaction. I would, therefore, recommend that we immediately make the stiffer 2 bolt cap and carry out the special tests which we applied on the Bentley. We should also like to have the pivot and cap, if it is possible, of chassis GSF-4 tested. | ||