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).
Flywheel, clutch, and gearbox issues, including observations on noise, wear, and oil leaks.
| Identifier | WestWitteringFiles\T\2January1929-June1929\ Scan013 | |
| Date | 1st January 1929 guessed | |
| -6- FLYWHEEL & CLUTCH TO L.O.P. G 7659 INFITTED WITH GEAR RING G 77304 AHG STEEL NOT HARDENED. We had considerable trouble with the clutch when the car was first run over here. The clutch would not disengage freely and it was very difficult to change gears. This was dismantled, the cause found to be due to the inner sliding housing of the Hoff. No 4224 ball bearing having picked up? This was made free and clutch re-assembled. We have had no further trouble with the clutch not stopping. The pick up of the clutch we consider to be equal to the present Phantom. There are signs of jaggering. There has been considerable wear in the pins and shackles connecting the clutch pedal to the clutch lever. These do not appear to have sufficient surface area. The slack that has developed caused a very objectionable noise when driving the car long. As these joints are not included in the Bijur lubrication they are apt to be overlooked. We should strongly recommend these joints to be covered with well oiled felt. This would exclude all dirt and keep the joints in a good lubricated condition. The lubrication of the thrust housing appears to be O.K. The failing of the starter motor to engage during part of the test bured up the teeth of the gear ring on the flywheel. These had to be attended to. The clutch brake has not been very effective owing to oil getting on to the brake surfaces. The oil has escaped from the rear bearing of the engine and has been flung by the flywheel all over the inside of the case. This should not happen when the oil leak has been stopped. The rubber fabric coupling from the clutch to the gear box is a failure. A different method of holding the spiders will have to be obtained. At these positions the holes have become elongated to over twice the diameter of the bolt. This has been caused by the engine torque and the over run torque. GEAR BOX & ACTUATING GEAR TO L.O.P. G 76764 N.S. 2699/700. GROUND GEAR SERVO MOTOR MECHANISM TO L.O.P. G 76820 N/S. 2699 2538 30° CAM LEVERS G 77394/5 SERVO DRIVE L.O.P. G 76740. Generally speaking, there has been no trouble with the gear box. The 3rd. gear, although an entirely different noise from the present Phantom, is in our opinion quite agreeable, and we should say a very good gear. The other gears are quite passable, but slightly uneven, the reverse gear at times is very difficult to engage. We understand this has been made right at the Works since we left. Our chief trouble with the gear box here is oil leaks from the speedometer drive housing, covers over change speed mechanism, and from the selector shaft housing. The top end cover of the change speed mechanism on the gear box should, we think, to be attached by bolts to the main cover. This is a joint entirely void of bolts, and a considerable leak of oil has taken place from this joint. The rear suspension of the gear box has not showed any sign of failure and is apparently satisfactory. The servo cams at one period became dry, making the working of the servo jerky. The oil feeding of this does not appear to be entirely satisfactory, and we have found that a drop of oil occasionally on the cam faces is necessary. The linkage has operated satisfactorily, and up to the present has not showed any faults. When rear brakes are in a satisfactory condition, the petrol pressure required is light, the increased petrol pressure required as reported was due to the ineffectiveness of the rear brakes and the dry state of the cams as previously mentioned. | ||