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).
Series of brake system tests, performance evaluations, and proposed improvements.
| Identifier | Morton\M18\ img110 | |
| Date | 24th August 1914 guessed | |
| DRB Re Bagshaw (939. How are we on new brakes? Slightly harder shoes - no change since. Problem to ensure we were not formally in future, watch by inspectors on m/c/g - then. Comparison between std & new (old 1-1300 series) being made by chg shoes on the same shoe - no diff shown. Get a Brinell fall test on Clement Bayard houses. Is shorter life connected with drum quality? Will keep in mind. Policy? We shall not drop the matter until we have a definite answer & a successful one. *** Wor{Arthur Wormald - General Works Manager} / Hy{Tom Haldenby - Plant Engineer} - C.J.R. By.{R.W. Bailey - Chief Engineer} Na.{Mr Nadin} Further tests. Key Report. flush with aircooled drums. 1 1/2" straps & 2" Ferodo Cobham night. 3 1/2"! friction surface. Deeper tests on track (RR). 3rd gear down to 20 mph. Liner clearances checked before & after 2 mile test - still in good condition. pedal goes down slightly. Clearances after cooling also measured. Test 2 - 2 miles brakes fairly hot (not more than expected). on each cast, test 2 v.{VIENNA} silent, smooth & powerful - occasional squawk from offside inner. Alum to be tried & a few on test & due for examination if they can stand up with try-pull set. Test 3 - Same brake for 4 miles without adjustment. last same condition. pedal @ end just goes down to floor/bd.{Mr Berend} Clearances measured between slots increasing cl. then decreasing & seem to indicate the brake drum & brake abut on Hy{Tom Haldenby - Plant Engineer} deals. Test 3 seems to indicate brake OK for expansion & leverage, & pedal range. ...judging by tests so far. after all 3 tests, after cooling brakes were quite powerful, quiet & smooth, but wear had caused pedal to come to floor/bd{Mr Berend} (20" from floorboard). after adjustment "if it is remarkable how the Ferodo stood the punishment" Hy{Tom Haldenby - Plant Engineer}'s words ...seen to stand the severe punishment. Straps have some distortion but effectively doesn't seem to have been any way impaired & the wheels, with plain rubber tyres, can be locked on a dry hard smooth road. Dyno & road tests show rear side to be doing more work. After confirmation of parts in decidedly the best brakes we have ever produced, it from all points. much more needs to be done. By asked to get some 1/2" thick ferodo. instead of 3/16". Better results after bedding in. Also 2" wide straps and gives better results, using full width of ferodo. (cast iron) hand for 2" straps these are also of heavier section. R to Wor{Arthur Wormald - General Works Manager} for Hy{Tom Haldenby - Plant Engineer} & C.J. Na{Mr Nadin} By.{R.W. Bailey - Chief Engineer} Reply to Hy{Tom Haldenby - Plant Engineer}'s report. Hy{Tom Haldenby - Plant Engineer} gets locked up! 3rd & 4th speed O & 20 mph too much to expect brakes to absorb continuously. My test 20 mph in 4th & the open. Test comparative only - continuous test on a passant test. Also ?? more info in dyno shop. Endurance test with watercooled brake, RR Std Control, Delaunay B., Daimler, Lanchester & any other system we can get. Find length of time, power absorption with full throttle for 5-6 mins on 4th & Do it on what we can expect. By wants to test! Reason, to get all shoes in design perhaps all we can. Our engine expects by design straps without lightening holes - even expansion. ?all shoes of substantial proportion should be preferable. more important than rivets on heat conductor. Test these also. | ||