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).
Issues and modifications for a petrol pump, speedometer drive, and flywheel/clutch assembly.
| Identifier | WestWitteringFiles\W\May1931-August1931\ Scan094 | |
| Date | 5th August 1931 guessed | |
| -3- to the stretching of the rubber fan belt. This allows too much sprung motion of the fan which then dithers. To overcome this, the spring loading must be almost choc-o-bloc. PETROL PUMP to Scheme 1480. A.C. Petrol Pump to Drg. P.E.276 - Scheme 1480 E.82202 Tappet Assembly. We had during the first part of the test a squeak develop inside the pump. We found that this was due to lack of lubrication. The cause being that although a breather hole has been made into the pump from the timing case, there was no outlet from the pump to atmosphere. We found the inside of the pump rusty. We lubricated the parts and drilled a small hole on the underside of the pump to act as an outside breather. Since doing this we have had no further trouble with it squeaking. We have had tempory failures of the petrol supply due to the evaporating of the petrol in the reservoir after coming to rest with a hot engine. Several moments have elapsed before the pump would again function. We have described this fully in a previous report. SPEEDOMETER DRIVE to LOP.G.77570. The square shaft of the speedometer drive twisted and sheared during the mileage. We examined the complete drive to ascertain the cause, as we have had similar cases happen with customers cars. We found that the cause was the bearing of the large spiral gear, nearest the gearbox, had partially seized. The lubrication of this bearing and the rear bearing requires a modification. We have fitted a temporary square shaft and eased the bearings. FLYWHEEL & CLUTCH to LOP.G.78723. All parts Cadmium Plated. The clutch has been very smooth in engagement with practically no sign of any jaggers under all conditions of engagement. Its chief fault has been the slowness of stopping when hot. We dismantled the clutch for examination and found it to be in a very good condition. There was no sign of any drag or spreading of the fabrics. There has been lack of lubrication to the clutch spigot and the trunnion. We had purposely cut down the lubrication to the spigot, as it had been reported on test that this had been over lubricated. We shall therefore have to increase the amount slightly. The non-lubrication of the trunnion was due to the Bijur supply having failed, the Bijur not passing any oil. This Bijur was a D.1. We have now increased it to D.2. which we do not believe is too large for the lubricating it has to do. The cadmium plating has become discoloured, but there was no actual rust on any of the parts. | ||