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).
Responding to various technical points from vehicle testing, including petrol consumption, cooling, flywheel period, and clutch issues.
| Identifier | ExFiles\Box 1\4\ B001_X 100a-page238 | |
| Date | 4th March 1933 | |
| Hs{Lord Ernest Hives - Chair} X6057 E/B Seen 4/3/33 Semg .333 Hotel de France Chateauroux Indre RECEIVED 4 MAR 1933 4.3.33 To Hs{Lord Ernest Hives - Chair} and Hs{Lord Ernest Hives - Chair}/Rm{William Robotham - Chief Engineer} From GWH{George W. Hancock - Head Chateauroux} We have received your memo Hs{Lord Ernest Hives - Chair} 10/MJ 28.2.33 and note your remarks. The instruction sheets have been handed out to each driver. A notice which was posted up during July 1932 reads as follows: To all concerned. The speed at which a car is driven rests entirely with the driver. The conditions of the road etc. must be his deciding factor. On no account is there to be any rivalry of speed between any two pairs of testers. Your memo covers it more fully. Your memo Hs{Lord Ernest Hives - Chair}/Rm{William Robotham - Chief Engineer} 4/KT 2.3.33 received. We are sorry that the respective petrol consumptions have not been taken as yet. We fitted the needle that you recommended and the petrol consumptions for the last week are with that needle. It gives very little improvement. We have been trying to settle up the efficiency's of cooling between the two bottom halfs and all our efforts have been in that direction. We have sent you figures which we are of the opinion that there is no question that the ribbed bottom half is the more efficient cooler. We have tried with less oil in the sump with no appreciable results. The oil consumption with the Potts cooler gave no better results. We were disappointed at the time, for on the first run we were under the impression that a gain had been made, but we found we were being had, by the quantity of oil in the pipe lines and the cooler. The actual figures were with oil cooler 500 M.P.G. We will try yours scheme on the Bensport as soon as it is in commission. We cannot say we are satisfied with the KLG plugs on the Peregrine. The electrodes are burning. We have not had any missfires on acceleration and no sign of preignition whilst doing high speeds, but slow running is out of the question. This may be the bad distribution, overoiling of engine and plug fault. We had one oiled up the other day. Re flywheel period You will have received our remarks concerning this, try the same and you will be surprised at the results. Clutch jagger We note your remarks about the water, but we must say that water is not the cause of our trouble. On the other hand we have tried with the engine as solid as we could get it, with no improvement. We have had the clutch down, scraped and bedded the fabrics with no better results. Our next try will be tightening up the spring drive damper. | ||