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).
Developmental issues with the clutch, steering, gearbox, and brakes for the Phantom III and experimental cars.
| Identifier | ExFiles\Box 91\1\ scan0283 | |
| Date | 20th May 1936 | |
| -2- 63-2 Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer}11/KW.20.5.36. fact that 35-EX completed 20,000 miles' demonstrating and the oil consumption is not particularly high nor are the plugs oiling up. CLUTCH. The Ph.III clutches are not right yet. Fundamentally I believe that we shall not be happy until we get more cushioning during take-up than we have at present. Where we differ from the Americans is that they put up with a greater travel than we can have. The solution would appear to be the vacuum clutch system, and we are urging this. STEERING. There are still several unknowns on this item. There is no doubt that if the front shock absorbers are out of action the steering becomes exceedingly disagreeable for road shocks. We also have variations between different cars. As an example, 35-EX steering after 20,000 miles is quite good on English roads. Now we have got one or two experimental cars we have a chance of getting all the information lined up. At the same time we think the scheme which you have issued reducing the angular movement of the wheel is the basic method of overcoming the complaint. GEARBOX. We have of course a lot of experiments which have been tried on the gearbox with a view to facilitating gear changing, and when we have completed 15,000 miles on the production pieces, these can go ahead. There is no doubt that our clutches, which without exception are dragging, make the work of the synchromesh cones far more difficult than it ought to be. BRAKES. 32-EX brakes were the best that I have ever tried on any Rolls-Royce car. On the Continental roads, however, if in an emergency it is necessary to brake from high speeds, our axle behaves in a most alarming manner. It is quite clear that the Very flexible rear springs are not sufficient control for the back axle under these conditions. For a Continental Ph.III we must seriously consider some form of rear axle control, or accidents will occur for which the customer will hold us responsible. | ||