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).
Design considerations for wheels, ignition, axle leaks, and front suspension.
| Identifier | WestWitteringFiles\H\November1921\ Scan72 | |
| Date | 25th November 1921 | |
| To HS.{Lord Ernest Hives - Chair} & HY.{Tom Haldenby - Plant Engineer} from R.{Sir Henry Royce} -2- volts to work the ignition, and it is then necessary to start on the switch. (5) WHEELS. [Handwritten in margin: A3485] I think that it would be best for us to have Rudge-Whitworth wheels for the "Goshawk" chassis, as the Dunlop of that size are of unsatisfactory design and proportions, somewhat more complicated and costly to produce, whereas the Rudge-Whitworth is a simpler device, should be less costly, and more [strikethrough]satisfactory[/strikethrough] easily fitted and has been fitted to and found, I understand satisfactory on many of our 40/50 H.P. cars. The complication and costliness of the Dunlop system we would like to avoid. (6) BATTERY IGNITION. [Handwritten in margin: A4430] With regard to the condenser, the factor given for mica insulation is only slightly greater than that of the paper, and as the thickness of the mica approaches that of the paper, I think we ought to get a better capacity than stated for a practical mica condenser. I think we should put more effort into obtaining the materials we require. There should be some vents in the high tension chamber for the purpose of getting rid of the nitric acid vapour. The low tension wire in passing down from the bakelite elbow guides gets in the way of the left hand clip holding the high tension moulding. I think we should endeavour to get this behind the tower in some way. The car brought here had the correct running position for the hand control at the top of the quadrant, but I should like this to be arranged lower down so as to provide a range for varying [strikethrough]fuel and[/strikethrough] varying strength of mixture. &c. The rocker for the battery ignition is intended to be a steel pressing, that seen on the car was in brass. There should be a good pressure on the rocker spring. The Americans rather say that the tungsten points will not last clean without a strong spring pressure. I hope that we shall be able to use this ignition unit on the 40/50 HP. chassis. It promises to be an excellent unit which, under manufacturing conditions, should be of reasonable cost. [Handwritten in margin: (Hives - I believe a steel should be used)] This ignition is reported to run the engine extremely well, owing to the more suitable and accurate advance and control of the ignition timing, which one found incapable of improvement by hand control at varying speeds. (7) REAR AXLE OIL LEAK. To cure this trouble I am arranging to have an extra protective drain cover fitted of a very simple form outside of the existing oil retaining device next to the ball bearing, and also a cover on the rotating part which should keep out mud and water. [Handwritten: Saw alternative double thrust of new departure make] (8) FRONT DUMB IRON. A reason has been advanced for the breakage of this part, due to wrenching by the top leaf of the spring, owing to the torsion in this leaf when one wheel goes on the bump, endeavouring to deflect the pin round a vertical axis. It occurred to me that a vertical pivot could be used at this point. The suspension of the Rhyner-Wilson chassis exhibited at Olympia a year ago was such as to relieve the road springs [strikethrough]at Olympia[/strikethrough], but I think is hardly practical. It occurred to me also that the use of oil-less bushings would allow more freedom between the spring and dumb iron, but Mr. Hives | ||