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).
Steering, engine, and chassis issues for a new car, with suggestions for improvements, possibly for the Phantom II.
| Identifier | ExFiles\Box 65\1\ scan0225 | |
| Date | 28th June 1929 | |
| Hs.{Lord Ernest Hives - Chair} from R.{Sir Henry Royce} c. to Sg.{Arthur F. Sidgreaves - MD} Wor.{Arthur Wormald - General Works Manager} OY. c. to Mr. Fuller Ry. PN.{Mr Northey} WP. C. DA.{Bernard Day - Chassis Design} E.{Mr Elliott - Chief Engineer} X7680 SECRET. R2/M28.6.29. SS.{S. Smith} (OR NEW NAME SUCH AS PHANTOM 2. X7770 X7680. x080 The impression of variation in steering is probably due to tyres, and especially to tyre pressure, but is also largely influenced by exact angle of pivot lean (side elevation). The engine pick-up roughness varies with the ignition timing. Sometimes I find the magneto earlier than the battery. This should only be compared at three quarters or more fully advanced, because when retarded the magneto is naturally earlier. Enormous variation apparently in chassis virtues are certain to be due to body peculiarities. Older chassis certainly appear far smoother and sweeter than the new ones. We believe that the intake (carburetter) silencer we are sending to Derby this week will have marked improvement on the fuss and road complained of. I know there should be slightly more noise from the vigorous induction, but SS.{S. Smith} seems greatly so, which we are investigating. The carburetter adjustment accounts for much variation in perfection and imperfection in running. I almost always find high speed jets relatively weak. I believe that OY's poor impressions are often due to this cause. Increasing the high speed jet to fully strong might enable us to use more extra air, or a larger high speed throat, and hence obtain more power and less noise. R.{Sir Henry Royce} | ||