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).
Faults found and remedial work carried out on chassis 118-MC.
| Identifier | ExFiles\Box 71\3\ scan0369 | |
| Date | 8th July 1926 | |
| N-W Mx.{John H Maddocks - Chief Proving Officer} COPY Br4/H8.7.26 re Chassis 118-MC. Burt. With reference to your memo Mxl1/T6.7.26, the items mentioned in rotation were dealt with as follows:- (1) The brakes were found to be O.K. for adjustment but the liner surfaces were highly polished, and to cure the squeaks it was necessary to rough and rebed these. (2) Tappet noises cured by adjustment. Two or three were found to be very wide, but the majority were too close and were hardly allowing the valves to seat themselves properly. (3) Exhaust blows were caused by the distortion of the exhaust heating pipe to the carburetter. This had strained the flange of the joint. The pipe was reset and the joint remade. (4) Electrical failures. When the car arrived at "N" the installation was tested for failure of side and tail lamps. The tape around the wires leading from the conduit to the dash casing was sticky and had every appearance of having been very hot. While removing the seats and floorboard to start the job, smoke was found to be rising from the conduit from the offside under the dashboard. On dismantling the conduit it was found that the main battery feed lead had fused inside the conduit, and this had the effect of burning the other cables. When the cables were removed, they were found to be slightly corroded beyond where the fusing had damaged same, and this gave the appearance that they had been very wet. The whole of the underneath of the chassis, including the wire conduit along the frame, was thickly covered with mud, and the car almost appeared as if it had been fording rivers. It was necessary to renew all the cables on the offside of the car, and then the installation was tested out and found to be in good order. The trouble was entirely confined to the R.R. installation, and was nothing to do with the Coachbuilders' side of the job. (5) Poor slow running was cured by the resetting of the tappets and cleaning and adjusting of the sparking plugs, and the battery ignition points; also, we found it necessary to ease the throttle and the exhaust butterfly valve, both of which were sticking badly. We fitted a latest type suction valve to the autovac, as the previous one had a very marked effect on the slow running. contd:- | ||