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).
Test comments and required improvements for the S.S. Production Chassis.
| Identifier | ExFiles\Box 65a\3\ scan0102 | |
| Date | 19th August 1929 | |
| x7770. EP{G. Eric Platford - Chief Quality Engineer}3/H19.8.29. Hs.{Lord Ernest Hives - Chair} cu BM. c. Wor.{Arthur Wormald - General Works Manager} c. MX.{John H Maddocks - Chief Proving Officer} re. S.S. PRODUCTION CHASSIS. Having now handled a few of the above chassis on test, I am, as requested, able to send you a few comments, which may be causes of complaints after delivery. Most of these, however, I have discussed with you or Mx.{John H Maddocks - Chief Proving Officer}, and they are having attention with the idea of improving same in the future. I should like to say, that generally speaking, the S.S. cars on test have come out as good, if not better than the model. (1) Excess oil from vacuum pump to carburetter, causing dirty engine, oil leaks on to the floor, smoke from exhaust in traffic, and we consider affects the oil consumption which at present is more than the Phantom. (2) Clutch stops too quickly. This may suit some drivers and certainly should overcome the complaints we have had in the past of the clutch taking too long to stop when driving in traffic. I do consider [text struck through], however, that the gear changing is difficult due to this quick stopping clutch. It is less than R's standard of 2 to 3 seconds. [Handwritten note: We shall have complaints] (3) Bonnet Clips. These unscrew themselves. We have already had one case where the clip has come adrift on a chassis delivered. When adjusted for correct movement they should be finally locked. Some improvement is also required to make sure that the locks drop into position more easily than they do at present. (Mx.{John H Maddocks - Chief Proving Officer} is taking up with BY.{R.W. Bailey - Chief Engineer}) (4) Propellor shaft clearance. Our spring clearance has had to be reduced by fixing ½" packings under the rubber buffers owing to the propellor shaft catching the cross member. (5) Engine starter failure. A failure of the gear to engage properly developed, the starter having been O.K. during its routine of test. The failure only took place just prior to delivery. This trouble EFC.diagnosed was due to faulty automatic contacts on the starter motor itself, the spring controlling these contacts having become weak (overheated). He is recommending an alteration to design, such as a pig-tail connection, so as to make sure of a more definite electrical circuit. The question to consider is whether others will CONT'D:- | ||