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).
Issues and modifications for a petrol gauge, water pump, dynamo drive, and starter motor.
| Identifier | ExFiles\Box 11\4\ 04-page135 | |
| Date | 30th June 1929 guessed | |
| -10- SMITH'S PETROL GAUGE. With the exception that on one or two occasions whilst filling up the needle has been inclined to stick, the petrol gauge has been very reliable, and is a decidedly a better proposition then the previous petrol gauges. WATER PUMP to LOP.E.77661. E.78948 Casing modified to E.82961. E.82969 Lubricator Body. In connection with Semi-expanding carburetter. The water pump started to leak at the gland at an approx mileage of 6000, and could not be cured by tightening up the gland. It therefore became necessary to dismantle the pump and fit a new packing gland. The gland taken out appeared to be solid and in a dry condition. It was destroyed in the process of dismantling, therefore we could not obtain any further evidence. MAGNETO & DYNAMO DRIVE to LOP.E.78944. We have again had the failure of the fabric dynamo drive becoming loose. The holes in the fabric become elongated, and by taking hold of the magneto drive shaft it can be rocked backwards and forwards approx. 1/4". This loss in the drive consequently retards the magneto. It would appear that the washers on the fabric attached to the spider drive is not of sufficient area to take the drive without being tightened up solid. We have noticed this failure on several of our cars of late. ELECTRICAL EQUIPMENT. STARTER MOTOR. Automatic Self Lubricating Bearings fitted. D.72388 Bearing Bracket modified to Drg. XL-27-FE. Bearing Housing XL.18. Bronze Bearing XL.1 Armature Shaft XL.4 D.72025 Comm. End Bearing Bracket modified to Drg.XL.26 D.72041 Oil Thrower on Armature Shaft - deleted. Remaining parts to standard Motor D.72275. These features are the result of several modifications to overcome troubles experienced in service, i.e., overoiling, which got on to the commutator; too much oil at the dashpot end which would not allow the engagement of the motor; too sluggish in cold weather, froze up entirely with freezing temperatures, such as experienced in America and occasionally at home. | ||