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).
Providing feedback and impressions on two experimental cars, 8-EX and 7-EX.
| Identifier | ExFiles\Box 69\4\ scan0127 | |
| Date | 22th November 1926 | |
| To Hs.{Lord Ernest Hives - Chair} from R.{Sir Henry Royce} c. to BJ. c. to Wor.{Arthur Wormald - General Works Manager} c. to BY.{R.W. Bailey - Chief Engineer} X 8770 RL/M22.11.26. 8-EX - VISITING CAR TO WW. LAST WEEKEND. X.8992 7-EX - R's BEATONSON HEAD CAR. X.8770 I wish to confirm that 8-EX with the large limousine body, which left here on Sat. last, impressed me as being a very nice car. The parts contributing to its beauty were - (1) The steering. (2) The 6.7" balloon tyres at 40 lbs/sq.in. (3) The hydraulic shockdampers. (4) The Roller bearings on the throttle. (5) The corrected auto advance of the governor. (6) The anti-jaggering of the servo. Usually I very much shun driving a big type heavy enclosed car, but in this case I was impressed that it was quite a pleasure, the engine seeming to have ample power, with smooth acceleration, and an absehce of detonations, and the steering control and adsehce of road shocks being quite satisfactory. Regarding 7-EX this I understand you want back at Derby for still further modifications. I am hoping that we shall be able to make some progress very soon on the cold distribution and improved induction. The impression of this car is not so good as 8-EX. The tyre pressure was too low, being only 25 lbs/sq.in, as received from London, instead of 35/40. The clutch would not stop, the various thicknesses of mats taking off the extra amount of movement necessary for it to reach the friction stop, which required advancing. This stop adjustment, although extremely easy and convenient, requires a degree of finesse which is undesirable, and effort should be made to make this satisfactory with a coarser adjustment. The best we could do on 7-EX was to advance the clutch brake surface until it touched, then back it about 120°, 90° being too little, and 180° too much. R.{Sir Henry Royce} | ||