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).
Visit to West Wittering with Messrs. Hives and Haldenby concerning the 'Goshawk II' vehicle.
| Identifier | WestWitteringFiles\H\November1921\ Scan71 | |
| Date | 23th November 1921 | |
| To HS.{Lord Ernest Hives - Chair} & HY.{Tom Haldenby - Plant Engineer} from R.{Sir Henry Royce} Copy to CJ. " " WOR.{Arthur Wormald - General Works Manager} " " DA.{Bernard Day - Chassis Design} " " L. " " EPC. " " EY. " " EP.{G. Eric Platford - Chief Quality Engineer} (Stamp: Hs{Lord Ernest Hives - Chair} ORIGINAL RECEIVED) (Handwritten: x4219) RE VISIT OF MESSRS. HIVES AND HALDENBY TO WEST WITTERINGHenry Royce's home town WITH "GOSHAWK II" - 23rd NOVEMBER, 1921. The chief alteration to the chassis since the last time it was seen by me was the application of the revised friction damper flywheel and the R.R. battery ignition, resulting in remarkably better running in silence, sweetness and power. (1) INDUCTION ROAR. Experiments shew on "Goshawk I" that the roar is definitely due to early closing of the exhaust. A camshaft with more overlap is understood to be in hand for "Goshawk II". This will also be equivalent to having bigger valves. (2) GEAR BOX NOISE AND TOP GEAR WORKING OUT. The second unit built was found to have the gear box .050" out of line with the engine, which was worse than the error found to exist in the first unit in this respect. This error is largely due to not having proper tackle for boring the crankcase castings. When the deficiency of the tackle is supplied no trouble should be experienced with the top gear coming out, and possibly the gear box will be more silent on the permanent mesh wheels. I think it should be made quite clear in the instruction book that the crankshaft main bearings should not be let together, but whitemetalled, or fresh ones fitted, unless experience proves to the contrary. We are studying this matter and think that some modifications may be necessary. Does it work out with load, or over-run, or when running light? Suggest test plate observations. (3) DELAGE CHASSIS AND FRONT BRAKES. Messrs. Hives and Haldenby tried a Delage in London that had done about 3000 miles, and state that the brakes were "rotten". They state that this chassis should be purchased rather than a new Delage, as a more accurate idea would be obtained of its merits after 3000 miles than if it were new, and we should save some £400 in the transaction of buying and disposing of it eventually. I agree with this view, but consider that London should finally decide whether the car should be purchased or not. This particular chassis had overhead valves, and was similar as far as could be seen, to the latest Show unit. The valve gear was extremely noisy. (4) STARTING - 40/50. I suggest that if the present bad fuel were to get worse it may be necessary in cold climates to have a small tank of specially volatile spirit connected to our starter carburettor (which is specially adapted for a separate supply of fuel for starting) but not under the bonnet where it might get boiled away owing to the high temperature obtaining there. Mr. Hives remarked that if the 40/50 HP chassis is left out all night the voltage of the starter battery when starting the engine, falls so low that there is not sufficient | ||