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).
Modifications to Rudge-Whitworth wheels, including issues with friction, tightness, and design comparisons to Dunlop wheels.
| Identifier | WestWitteringFiles\K\August1923\ Scan29 | |
| Date | 29th August 1923 | |
| ORIGINAL. R2/M29.8.23. TO BY.{R.W. Bailey - Chief Engineer} FROM R.{Sir Henry Royce} c. to Mr. Pugh. (Messrs Rudge Whitworth Ltd.) c. to CJ. c. to HS.{Lord Ernest Hives - Chair} Y421 RUDGE-WHITWORTH WHEELS. Y3894 Referring to your BY10/P24823, Mr. Pugh's statement and modification seems to meet the objection I have to their scheme, i.e. the slow cone creating so much friction that it is difficult to get enough tightness, and also the nut cone with Mr. Pugh's modification has (like the Dunlop) faces more normal to the probable movement in carrying a heavy load. I am certainly agreeable to a set being fitted to the next 10,000 mile car. At first I thought these should be suitable for some of the larger sized super-tyres, but these tyres would not give our chassis a sufficiently destructive test, so they ought to be for hard tyres of ordinary size, well pumped up. Naturally the inner hubs will be designed to be oil retaining. The nut for screwing up the wheel must be a good and substantial fit with it's spanner. The design looks as if the nuts have a poorly shaped part for the spanner. Y3894 On the Dunlop wheels the Americans are fitting a form of tapered serration instead of the plain cone, as suggested by RR. long ago, and re-invented by Mr. Pugh. They say these hubs are quite satisfactory. R.{Sir Henry Royce} | ||