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).
Continuation of a discussion on axle and bearing design, covering gear backlash, bearing types, and material choices.
| Identifier | ExFiles\Box 114\1\ scan0181 | |
| Date | 16th March 1939 | |
| - 2 - (1). cont'd.{John DeLooze - Company Secretary} checking this over to determine whether the gear tooth backlash is normal and whether the hub bearings have as much slack as is normally present in worn bearings. A test with the crown wheel pressed into contact with the pinion would be useful. (2). We cannot use an angular contact bearing on the Bentley without increasing the diameter of the axle tube, as we already know that the angular contact which can be placed in the existing space is too small. The Timken bearing which is used carries the load without increase of tube size. We may be able to use an angular contact bearing on the present 10" axle, but if so it may indicate that the Phantom lll axle tube is too large. (3). A common end plate can be used for both ends of the centre casing, but there are offsetting factors, such as the increased length of the differential casing which is already long enough, and the fact that the diaphragm in the alum-inium centre casing which at present houses one of the bearings serves to carry the bridge for the pinion nose bearing. Some part of this diaphragm will still have to be provided. The above points and the use of malleable iron castings will add appreciably to the weight. Da{Bernard Day - Chassis Design}/Hdy.{William Hardy} | ||