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).
List of technical faults and observations on vehicle components such as the valve mechanism, engine gears, dynamo, and clutch.
| Identifier | ExFiles\Box 69\3\ scan0234 | |
| Date | 23th May 1925 | |
| -2- EP{G. Eric Platford - Chief Quality Engineer}2/H23.5.25. (5). Difficulty in obtaining quiet valve mechanism with the minimum specified tappet clearance. There is the natural tendency to adjust the tappet clearance so as to obtain quietness, which may be the cause of the point above mentioned. (6) Engine gear quietness. We appear to be having difficulty in obtaining and maintaining engine gear quietness. (7). Noisy dynamos. This still appears to be a prevalent feature, and I have had to complain of this on several "V" series cars during acceptance tests. I am quite prepared to agree that the noise in these cases may have been from the engine gears, owing to the extra load put on them when the dynamo is giving output. Dynamo output. It has also been pointed out that when running 30 to 40 m.p.h. with all lamps on, that the ammeter shows the batteries discharging, although in the case in question, the dynamo was giving output as per present specification. (8). Exhaust choke valve - sticking, squeaking or fluttering. (9). Clutch. Noise from internal clutch stop brake spring. The question of the length of time for the clutch to stop has been raised as an objection, and a suggestion made that it should be possible to adjust this so as to obtain a quicker stopping time is so required. Noise from clutch thrust race. (modification agreed, by C.J.) (10). Steering control tubes. Noise from the rattle of these tubes in the steering column which seems to develop when used. Also the slack of the tubes in the lower half of the column appears to cause a considerable amount of lost movement in the control, especially to the carburetter. (11). Throttle control by governor lever very uncertain. There is considerable difficulty in obtaining a quiet slow running engine without stopping the engine under normal driving conditions and the position of the throttle opening does not seem to be sufficient and definitely controlled by the governor. There is definite improvement in this respect on Experimental Car 44-PK, on which I understand alteration has been made to reduce the friction in the control mechanism between the governor and the throttle. (12). Engine fabric coupling. The periphery of the fabric appears to "fray" even while the chassis are on test. I trust it has been established that this fabric will not CONTD. | ||