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).
Letter detailing vehicle performance feedback and improvement suggestions after road testing.
| Identifier | ExFiles\Box 47\2\ Scan321 | |
| Date | 21th August 1930 guessed | |
| -2- serious - traced to a dry bearing under the dynamo cover. I suggest that this obscure lubricator is often forgotten. In general:- although I have a cut out and took the precaution to have the radiator shutters removed before leaving the engine boiled on almost every col., which necessitated stops and replenishments at mountain streams. The fan belt was really tight but the heat was great. Wakefield XL oil used. In this connection may I suggest that if a deeper radiator were adopted extending below the frame cross member the front appearance of the car would be considerably enhanced and cooling improved at the same time? In consequence of the constant bends in the mountains, daily use of the grease gun on the front axle was found necessary. A more automatic lubrication system, or provision for more reserve of lubricant would be appreciated. As to the rear lubrication group, the central lubrication is rather ungetatable - could it be arranged for the lubricator to be extended to a more accessible position, or alternatively could a pedal and reservoir of oil be arranged under the rear floorboard as in the case of the front compartment to minimise the risk of neglect - due to inaccessibility? I would furthermore recommend that your engineers insist upon body builders fitting floorboards with recessed thumbscrews. To remove and refit mine which are secured by means of numerous long wood screws entails at least an hour's work, and checked me from investigating the slight "tap" in the region of the front universal joint. On two high cols (the Forclaz and the Col du Frene) misfiring occurred near the summit which I ascribed to constant second gear work partially draining the Autovac tank. Finally the controls of the car within the steering wheel are mounted too high and the horn is frequently apt to be blown accidentally when manoeuvring the car. This list of criticisms may strike you as a formidable one, but after all Continental roads are known to test a car far more severely than home conditions, and having toured abroad on at least 20 different makes of cars, I can fully appreciate the splendid performance of the 25 and the welcome extra power provided over the 20 h.p. model. Kind regards, Yours sincerely, (Sgd.) Geoffrey Smith. | ||