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).
Modifications to the Phantom III front roll rod.
| Identifier | ExFiles\Box 95\2\ scan0018 | |
| Date | 7th February 1936 | |
| To BY.{R.W. Bailey - Chief Engineer} Copy to Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} WHO. x346 E/Ev.{Ivan Evernden - coachwork}5/MN.7.2.36. RHC.{R. H. Coverley - Production Engineer} GRY{Shadwell Grylls} LES Front Roll Rod - Phantom III. -------------------------------- We understand that the present plain lubricated bearing front roll rod of Phantom III has been unsatisfactory due to knocks in the bearing. We send herewith N.Sch.4748 showing the front roll rod having silent block bearings. The link from the roll rod arm goes to the top triangle for suspension, using the existing ball end and lubrication system. The length of the link is the only change in design. We have removed the roll rod from the tubular frame cross/member and placed it below the latter. This enables us to simplify the erecting procedure and at the same time make it possible to fit a front roll rod to an existing chassis without difficulty. It is essential when erecting the roll rod that the silent block bearing should have no torsion on it when the lever is in the position representing the chassis under full load. We show two types of fixing for the lever to the roll rod, one - a pressed on serrated fit, and the other - a frozen fit with a keyway, such as are used for the cam on the Phantom III steering column. The diameter of the roll rod indicated is .812 which is, we believe, that which was used on 31-EX, and reported upon favourably by Hn{F. C. Honeyman - Retail orders}/GWH.{George W. Hancock - Head Chateauroux} This gives about 28.9 lbs.per inch of movement of the wheel at the point of contact with the tyre. A .937 roll rod would give a figure of 51.1 lbs. The original scheme has the roll rod connected to the lower triangle, where for a given diameter of rod it was very much more effective than when connected as at present to the top link, and we suggest that it may be found necessary to go to the larger diameter of rod when more flexible front springing is fitted in conjunction with the Auto-lock dampers. We are unable to take the link to the bottom triangle when we use a lubricated link bearings because of the inability to get lubrication to the top end of the link. | ||