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).
Cause of ignition coil failure and whether it is due to driver error.
| Identifier | ExFiles\Box 46\3\ Scan179 | |
| Date | 12th March 1920 | |
| BY.{R.W. Bailey - Chief Engineer} from EP.{G. Eric Platford - Chief Quality Engineer} c. to Sft.{Mr Swift} ✓ c. to Ck.{Mr Clark} C. to Mr. Brock. c. to Hs.{Lord Ernest Hives - Chair} X.3445 F.R. FR EP{G. Eric Platford - Chief Quality Engineer}27/F12.3.20. X.3445. RE. FAILURE OF IGNITION COIL OWING TO SWITCH BEING LEFT ON WITHOUT ENGINE RUNNING. With reference to the complaint of the failure of the coil on 3-PP, referred to in my EP{G. Eric Platford - Chief Quality Engineer}14/F23.2.20, I was certainly alarmed to receive your memo. BY2/P3.3.20, pointing out that it was "quite obvious that the real trouble was that the coil had been left on probably all night, with the result that the primary winding was spoilt". This has not been our experience in so far as the ignition has been left on at times for an hour or so, and we certainly have had cases of batteries having been entirely discharged whilst cars have been in customers' hands, owing to the switch being left on. No apparent harm, however, appears to have been done to the coil. The amperes start about 3, and gradually drop after about ten minutes to a little under 2, at which they remain. The temperature of the case rises and seems to settle down as a constant temperature. [handwritten: Lowest] I take it that you have gone thoroughly into this matter, [handwritten: but] and I for one do not feel that we should turn cars out in this state, and either we must make the coils to stand this or we must have some danger labels clearly fixed so that the drivers understand this, a feature which I do not think Mr. Royce would agree to. I also consider it is sufficiently important for us to generally circulate to our Depots. Before doing this, however, I should be glad if you could again confirm this point, as I feel the position is too serious, especially in view of the fact that you consider I must point out to customers that the failure is due to Drivers' carelessness and they should therefore pay for the new coil. I sincerely hope I have not misunderstood your memo. as I cannot conceive the coil breaking down as was the case on 3-PP, if the ballast was O.K. and the amperes therefore would be less than 2, whereas with the engine running continually at low speeds, the amperes were at 1 1/2. I feel that this is a case where the [handwritten: we] works are finding excuses instead of getting down to the job. Personally, I still consider the most probable cause | ||