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).
Car accident, mileage, and investigations into petrol system vapour lock issues under hot conditions.
| Identifier | ExFiles\Box 91\1\ scan0362 | |
| Date | 30th June 1936 | |
| 99 X300a To Sg.{Arthur F. Sidgreaves - MD} from Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} c. to Wor.{Arthur Wormald - General Works Manager} c. to E.{Mr Elliott - Chief Engineer} c. to By.{R.W. Bailey - Chief Engineer} c. to Mx.{John H Maddocks - Chief Proving Officer} Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer}4/KW.30.6.36. 32-EX. We have now had confirmation that the accident to this car was in no way the fault of the Rolls-Royce driver. The Company with whom the lorry was insured have taken full responsibility for the accident. Unfortunately the car is too badly damaged to repair in France and is being returned to Derby forthwith. You will observe that the car had covered 9,947 miles up to the Daily Report of June 25th. It is satisfactory to note that up to the end of this mileage there was no indication of the big end bearings giving trouble. During the latter part of the mileage, really hot weather was encountered. The conclusions come to when driving the car under atmospheric conditions round about 30°C. were that the cooling system under high speed, level running conditions was reasonably good in so far that an owner could drive his car all day without having to add water, but that the petrol system was likely to suffer from vapour lock. To cure the troubles under the above extreme conditions it was found necessary to move the petrol pump to a cooler situation. Unfortunately at the moment the petrol pump cannot be moved without being altered to deal with the greater head which will necessarily be imposed upon it. This matter has been taken up with the manufacturers. The 25/30 H.P. seems to be in much the same position as the Ph.III i.e., the petrol supply would be much more satisfactory if the pump was not under the bonnet. We are tackling the problem on both cars forthwith. We do not think it is necessary to get unduly alarmed about the failure of the petrol system under these extreme conditions, because we doubt if either the 25/30 or the Ph.III is as bad for vapour lock as the Bentley was before we moved the filter from under the bonnet. We do, however, think that all Ph.III chassis that are intended primarily for Continental use will have to be modified as soon as we have decided what to do. This also applies to the large bore 20/25. if the information so far received is confirmed. Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} | ||