40-50 H.P. ROLLS-ROYCE CAR - RROC

INSTRUCTIONS

FOR THE CARE AND RUNNING OF THE

40-50 H.P.

ROLLS-ROYCE CAR ("NEW PHANTOM") -

Front Spring Shackle Radiator Suspension

Front Brake Adjustment Shock Absorber S Cross Steerlng Tube

lgnitlon Tower

Side Steering Tube

I Front Spring Pin

Front Brake Eaualiser

Water pump, Dynamo

I Steering Box

Vacuum Feed Tank

Crankcase Oil Filler

f Clutch Pi t Cover Magneto

Clutch Coupling Pedal Shaft

starter Motor Reduction Gear Ball-thrust on Steer~ng Column

I Starter Motor Hand Brake Lever

Gearbox Filling Plug Gear Lever

4 Gearbox Oil Level Indicator

Servo Motor Speedometer Drlve

Lubricator for Univenai Joint

I Universal Joint and Tomue Tube Anchorape

Rear Brake Countershaft I

Foot Brake Eaualiser (rear)

Torque Tube Lubricator Hand Brake Equaliser

L

Spring Trunnion

I Rear Axle Filling Plug

Brake Actuating Shafts Sprlng Roller

1 I

Shock Absorber Petrol Tank Filter

Petrol rank Filler petrol Level indicator

I r

INSTRUCTIONS FOR THE CARE AND RUNNING OF THE

40-50 H.P.

ROLLS-ROYCE CAR (" NEW PHANTOM ")

Liable to Alteration without Notice

.-

July, 1925

PRICE 211-

Published by

ROLLS-ROYCE LIMITED DERBY ;

AND 14 AND 15, CONDUIT STREET, LONDON

PRINTED sv Brunosc r Sons LIMITED

Dcnmv AND Lonoon

ROLLS-ROYCE LIMITED.

Loodm O 5 c e and Showroom :

14 B 15, Conduit Street, London, W. 1 TrLroRAur: " ROLHEAD. PICCY. LONDON."

TrLrPnonrr: MAYFAIR 8040. 6041. 8042. 8043.

Coorr USED: A B C (6714 EDITIOW). BENTLEY'S. MARCONI, MOTOR TRADE. WESTERN UNION.

London Repair Depot :

112, Cricklewood Lane, N. W. TELEORAMS : " SILVAGOST. CRICKLE. LONDON."

TELEPHONE: HAMPSTEAD 8020. 8021.

Regirtered O5ce and Works - - DERBY TELEORAMS: "ROYCAR. DERBY."

TELEPHONE : 1920 DERBY (6 LIMED).

Depotr at:

PARIS : 125, Avenue Maliikoff.

MADRID : Corlor de Salamnnca, Pasco Recoletos 14.

'Repair S h o ~ C . l l e Tutor 10.

BOMBAY : Hughes Road.

DELHI : Kashmir Gate.

CALCUTTA : 59, Park S t m t .

HE instructions contained in this book have been T arranged with the object of facilitating reference thereto by condensing in the first two chapters all essential driving and upkeep details. Consequently, it should be an owner's first care to make himself familiar with the matter contained in these chapters. Subsequent chapters cover, in a more detailed and technical manner, the various units or components of the chassis, and reference should be made to these chapters if difficulties arise, or if there are any details referred to in Chapters I. and II., on which further information is required.

Such an arrangement of the book-while rendering unavoidable slight repetition here and there-has only been adopted after careful consideration of the needs of the average driver, and will, it is hoped, prove of interest and service to all owners and drivers of the 40-50 H.P. Rolls-Royce Car.

A complete set of special spanners and tools is supplied with the chassis. It is of the utmost importance that these should be used when effecting any adjustment, as otherwise vital parts may be seriously damaged.

CONTENTS.

... CHAPTER I.-STARTING THE ENGINE AND DRIVING THE CAR 12

Starting the Engine-Petrol Feed-Gear Changing-Ignition and Carburetter Controls-The Throttle Governor-Use of Radiator Shutters-Water Level in the Radiator-Descending Hills and Use of Brakes-Sideslip-Turning CornerS-To Stop the Car- Starting off the Switch - Frost - Notes to Drivers - Speed - Collisions-Corners-Risks-Towns-High Curbs.

... CHAPTER 11.-PERIODICAL LUBRICATION AND ATTENTION 25 -

CHAPTER 111.-ELECTRIC LIGHTING, STARTING, AND IGNITION ... ... SYSTEMS ... ... ... ... ... ... 35

1 General - Dynamo - Distribution Box - Switchbox - Ammeter -Starter Motor-Electrically Operated Main Switch and Jaw Clutch Actuator-Push-button Switch-Battery Ignition-Mag- net0 Ignition-Firing Order of Cylinders-Automatic Control of Ignition Timing-Hand Control of Ignition Timing-Sparking

rn Plugs-Klaxon Horn and Connections-Battery Connections- Electrical Fault Location.

... ... ... ... CHAPTER 1V.--CARE OF BATTERY ... 59 Use of Combined Ignition and Charging Switch--Care under Running Conditions-Failure of one or more Cells--Charging in Garage from External S o u r c e u s e of Starter-Performance.

CHAPTER V.-ENGINE LUBRICATION SYSTEM - REMOVAL OF ... ... ... ... ... ... ... CYLINDER HEAD 64

Crankshaft-Camshaft and Valve Rocker Mechanism-Timing Gears-Oil Pump and Filter-Relief Valves-Oil Level--Oil Pressure--Tappet Adjustment-Removal of Cylinder Head for Decarbonising - Cleaning Pistons and Head - Reassembling- Further Dismantling of Engine.

C Contents-corttirtued.

PAGE CHAPTER V1.-PETROL FEED SYSTEM AND CARBURATION ... 77

t The Petrol System-Action of Vacuum Feed System-Failure of Supply-Petrol Filters-Petrol Tank Level Indicator-Action of the Carburetter-Cleaning the Air Valve-Heating of Induction Pipe -Faulty Adjustment of Carburetters-Setting the Jet+hlixture Control - Consumption - Starting Carburetter - Float Feed

f hIechanism-Crankcase Breather Pipe to Carburetter-Dismantling the Carburetter . k

CHAPTER VI1.-CARE AND ADJUSTMENT OF THE FOUR-WHEEL BRAKES ...

General Description-Possible Variations-Adjustments-Adjust- ment of Rear Brakes-Adjustment of Front Brakes-Adjustment of the Servo-Lubrlcation-Oil on Brakes-Use and Abuse of the Brakes.

CHAPTER VII1.-CLUTCH AND TRANSMISSION ... ... ... 108 Description of Clutch-Clutch Lever Adjustment--Clutch Stop Adjustment-Lubrication of Clutch Mechanism and Universal

I Joint-Gearbox-Universal Joint and Torque Tube Anchorage- Back Axle.

CHAPTER 1X.-ENGINE CONTROLS, STEERING, SHOCK ABSORBERS,

-B ... ... ... ... AND ROAD SPRINGS ... ... 115

Engine Controls-Engine Suspension-Steering Column and Box- Steering Arms and Joints-Steering Pivots-Front Shock Absorbers -Rear Shock Absorbers-Road Springs.

N ... ... ... CHAPTER X.-WATER COOLING SYSTEM ... 122

Water Pump-Repacking Pump Gland-Water Circulation and Overheating-Radiator Shutters-Radiator Suspension-Water

L Level-MascoGFrost-Fan.

... ... ... ... CHAPTER X1.-ROAD WHEEL HUBS 129 R

Lubrication of Wheel Bearings--Removing and Dismantling Front Hubs-Reassembling and Replacing Front Hubs-Removing and Dismantling Rear Hubs--Reassembling and Replacing Rear Hubs. Rt

... ... ... CHAPTER X1I.-DEMONSTRATION CLASS ... 135

... ... ... ... ... INDEX OF ILLUSTRATIONS ... 136 II

... ... ... ... ... ... GENERAL INDEX ... 139 I 8 L

THE

ROLLS - ROYCE SYSTEM OF

PERIODIC INSPECTION.

Our interest in the Rolls-Royce Cars does not end at the moment when the owner pays for, and takes delivery of, the car. Our interest in the car never wanes. Our ambition is that every purchaser of a Rolls- Royce Car shall continue to be more than satisfied.

With this end in view, there are on the Staff of Rolls-Royce Ltd., experts whose sole duty it is to call, by appointment, on the owners or drivers of Rolls-Royce Cars, with a view to ascertaining whether they are satisfied with their cars.

A consultation between the owner or driver, or both, and one of these inspectors is invariably of benefit to users of Rolls- Royce Cars, and these visits have been highly appreciated in the past by both owners and drivers.

THE

SECRET OF SUCCESSFUL

RUNNING.

Before a Rolls-Royce chassis is sold i t i s very carefully tested and adjusted by experts. It will run best if no attempt be made to interfere unnecessarily with adjustments.

An owner would do well to instruct his driver as follows :-

Lubricate effectively, in strict accordance with the advice given in this book, and do not neglect any part.

Use only those oils which are recommended by Rolls-Royce, Ltd., who have made pro- longed and searching tests of oils. Consider- able harm and expense may result from the use of unsuitable oils.

Inspect all parts regularly, but take care not to alter any adjustments unless really necessary.

LEADING PARTICULARS OF CHASSIS. -

Engine . . . . Six cylinders, 4a" bore by 53" stroke, 7,668 cu. cms. or 468.14 cu. ins. total piston displacement, 43.3 H.P. on R.A.C. rating. Cylinders cast in two groups of three, one-piece detachable head, overhead valves operated by push rods, Rolls- Royce battery ignition controlled in synchronism with magneto by a Rolls-Royce governing device. Forced lubrication, cooling by pump circulation, Rolls-Royce automatic expanding carburetter.

Electrical Equipment 12-volt Rolls-Royce dynamo, starter motor and other units. 75 amp6re-hour accumulator.

Clutch . . . . Single dry plate, totally enclosed in casing bolted to crankcase.

Gearbox . . Four-speed and reverse; side control ; speed* meter and servo motor drives incorporated.

Propeller Shaft Enclosed in torque tube. One universal joint completdy enclosed within spherical. torque tube anchorage.

Back Axle . . Spiral bevel drive, full floating, road wheels entirely carried on axle tubes.

Brakes . . . . Internal expanding, servo operated, on all four wheels. Independent hand brake operating on rear wheels.

Road Springs . . Full cantilever, rear ; semi-elliptic, front. Wheels . . . . Dunlop detachable wire wheels, 33" by 5"

straight-side cord tyres. -

Wheelbase . . . Long model, 149.7" ; short model, 143.2" Track . . . . Front, 57" ; rear, 56". Petrol Tank . . . 18 gallons capacity, at rear of chassis. Vacuum

feed. Weight . . . . Chassis complete with tyres, battery, petrol, oil

and water, but excluding spare wheel, lamps, and other accessories : approximately 4,000 lbs.

ignitions by moving right-hand thumb lever on switchbox to position marked " M, B and C " (" Magneto, Battery and Charge ") and set mixture control lever over to " Strong " ; fully retard the ignitions and close the throttle by moving both the ignition lever and the throttle governor lever to the bottom of their quadrants. A small high-velocity carburetter is provided on the induction pipe for starting purposes only, being controlled by a small lever on the instrument

I board. Turn .this lever to the " Starting "'position and momentarily depress the button switch on the dash, when the electric starter motor will set the engine running. When the engine is running regularly the main throttle should be opened a little by moving the governor lever about one-third up its quadrant and the starting carburetter control turned to the position'.marked " Running."

An exhaust-heated jacket is provided around the induction pipe adjacent to the carburetter, the jacket being supplied through a bye-pass pipe from the rear exhaust manifold. A butterfly throttle is arranged in the downtake pipe from this manifold, i-e., at a point - between the jkket connection and the silencer, the throttle being M so inter-connected with the @erator that it is dosed when the main throttle is closed, and opens as the latter is opened by depress- ing the accelerator pedal. Gmseq'uently, hot gases circulate freely around the induction pipe near the carburetter immediately the engine is started, and thereby render the car very quickly available for service even-in the cold- weather. It is advisable, however, to PUoW the engine to run for a few minutes before taking the car on the road, during which it should be noticed that the oil pressure is re@- between 20 and 30 lbs.

With a very cold engine, it is advisable to start up by hand, in order to avoid the heavy dixharge current from the battery. For this purpose a starting handle is carried in the tool kit. After use u it should be removed from the bracket and returned to the tool kit. otherwise it may drop out and become lost an the road.

Whether the engine is started by means of the electric starter or by hand, it is imporhat that the ignition should be set right back to "late" before attempting to start the engine. Aftemards the lever may be advanced through seven-dghthr of its range.

The mixture control should be-set in the middle of its range as

12 CHAPTER I.-STARTING OF ENGINE AND DRIVING THE CAR.

CHAPTER I.

Starting the Engine and Driving the Car. Starting the Engine-Petrol F u d 4 c a r Changing-Ignition and

Carburettcr Controls-The Throttk Govcmor-Use of Radiator Shutters- Water Lad in the Radiator-Descending Hills and Use of Brakcs- Sidesli+Turning Comers-To StqP the Car -Swing o f the Switch- FrosbNotes to Drivers-SpGGd4olliSion~4om~1s-RisRs-Tos- High Curbs.

The cylinders are arranged in two blocks of three under a one-piece detachable head. Such a construction gives a remarkably rigid engine without the difficulty of handling entailed by the use of a monobloc cylinder castirig. The valves are carried in the detachable head, which is secured by long studs passing through the cylinders into the crank chamber. Ample and evenly distributed pres~ure with suE~3ent elasticity is maintained on the head gasket and secures a gastight and watertight joint. Access to the combustion chambers 'and valves is obtained by removing the head, when any single piston and connecting rod may also be remdved if necessary. It is therefore never necessary to remove the cylinder blocks.

Two .ignition plugs are provided in the crown of each combustion chamber, one being supplied from a high-tension magneto, and the other from a special battery ignition of Rolls-Royce design and manufacture. The positions of the plugs have been carefully chosen with a view to securing freedom from " oiling up " and " detonating " troubles. The two ignitions are synchronised and automatically controlled as regards their timing. .TO s i b r e the best results both should always be used.

Starting the. To start the engine, ht check that the gear Engine. lever is in " neutral," the hand brake lever '" on,"

and the petmi turned on. Close radiator shutters by means of control lever on instrument board, and switch an both

soon as the engine is warm, and the governor lever set back until the engine runs as slowly as required.

When starting the car, the clutch pedal should be fully depressed and the gear lever moved gently into the second or third speed position, or lirst speed if on a stiff incline. If the gears will not engage through the teeth being opposite to one another, the clutch pedal should be slightly lifted, and after pressing well down '

again, another attempt should be gently made. After engaging the gear, the hand brake can be released. The governor lever should now be moved about one-third up its quadrant so that the engine speed is increased to about 300 or 400 revolutions per minute. The clutch pedal may then be gently released, the accelerator pedal not being depressed, as the governor will open the throttle the required amount if the clutch be carefully let in, resulting in a smooth start. -

On no account should the engine be " raced." It should be borne in mind that the lower the engine speed the more quietly will the car get away and the less stress will there be on the transmission.

Petrol The petrol feed is arranged on the well-known vacuum Feed. system, by which the vacuum induced in the inlet pipe

of the engine rakes thipetrol from the main tank situated at the back of the car to a small senrice tank on the dash, whence i t flows by gravity to the carburetter float chamber.-

There is a n&dle-type stop valve on the d c e tank to cut off the feed to the carburetter float chamber when the car is not in service. To open this valve, lift it and rotate it in a clockwise direction ; to close, merely rotate in opposite ph-it will click " home" when in the correct position through the medium of a concealed helical spring.

If the service tank on the dash be inadvertently emptied during a run, it can be replenished after-the rear tank has been filled by cranking over the engine for a few revolutions, both main and starting arburetter throttles being closed meanwhile. In order to save the battery, this cranking should preferably be done by means of the starting handle, especially if the engine is cold. A depression will thereby be induced in the induction pipe, which will draw up petrol *om the main tank into the service tank.

CHAPTER-I.-STARTING OF ENGINE AND DRIVING THE CAR. 15

In Fig. 2 isgiven an illustration of the gear quadrant Changing. or " gate," showing the position of the lever for the

four speeds and reverse.

When changing " up," the governor lever should stand a quarter- -

way up its quadrant. The clutch pedal should be fully depressed, when the clutch stop which is fitted n will be automatically brought into action, and a perceptible pause must be made when one gear is disengaged and before moving the lever into position to engage the next higher gear. This will give the clutch shaft time to slow down until the gears to be engaged are rotating at relative speeds approximately equal to those which will obtain when they are in mesh. If it be found that a gentle movement of the lever towards the required position does not then silently engage the gears, this will. be due either to the clutch shaft not having slowed down

F I ~ . 2. sufficiently, :in which case a longer PtRmCLCTIVC VIEW OF GEAR

LCVCR G A T L pause in neutral must be made, or to the shaft having slowed down

too much, or even stopped, in which case the clutch pedal must be released momentarily and a fresh attempt made with a shdrter pause in neutral.

d

The accelerator pedal need not be touched during these operations, as the governor will open the throttle the requisite amount, providing the clutch be let in gently.

The duration of the pause in neutral will vary with the speed of the car wh& changing up and the temperature of the oil in engine and gearbox. Speaking generally, it will be found that the pause will need to be longer the higher the speed of the car at the time, and vice versa, and that a shorter pause will be necessary with a cold engine and gearbox

16 CHAPTER I.-STARTING OF ENGINE AND DRIVING THE CAR.^ 1

When changing " down," it will be necessary to increase the speed rn of the clutch shaft before engaging a lower gear. This can be done by " double-clutching," which consists in quickly letting in the clutch when the gear lever is in the neutral position and meanwhile allowing the engine to increase in speed by holding the accelerator pedal down an amount depending on the speed of the car at the time and the steepness of the gradient. The clutch must then be again withdrawn .

and the gear lever moved into the next lower gear position. It is t better to speed up the clutch shaft in this manner rather too much than too little, as the period which must necessarily elapse before the gear is engaged will result in a slight decrease of the clutch shaft I speed, and the driver is able to " feel " the way into the gear and make a good change. On the other hand, if the engine is not. speeded up sufficiently, either the gear will be " missed " or a noisy change

,

effected. An alternative method of changing " down," and one which may

be found easier by those who have difficulty in making a clean change, is to utilise the governor for determining the engine speed during double-clutching. To do this the driver should, immediately before withdrawing the clutch for changing, advance the governor

C- lever up its quadrant until, with the accelerator pedal released, the engine is felt to be definitely pulling the car. The operation of double-clutching and engaging the lower gear can then be performed as already described, but witho'ut touching the accelerator pedal. A further advantage in utilising the speed-controlling characteristics of the Rolls-Royce governor as described, is that, even should the gear be " missed," the engine will not " race " in a distressing manner, due to the driver inadvertently keeping his foot on the accelerator

pedal. The governor lever may then be restored to its normal touring

position and the accelerator pedal depressed the required amount. A driver will-soon get to know the best positions for the governor m

lever, which will depend upon the speed of the car and the steepness of the gradient being surmounted.

The speed of the car, when climbing a hill, should never be allowed to fall below 14 miles per houi on top gear. Such a course throws

m undue stress and wear on engine, tyre, and transmission.. In order to take full advantage of the high power of .the engine, it is essential L.

that the engine revolutions should be maintained. Thus, to make a fast ascent of a steep hill, a change from top to third speed should be made at not less than 20 miles per hour, or, better still, at from 25 to 28 miles per hour.

If, with the car in motion and the clutch withdrawn, the engine should be accidentally stopped, no attempt must be made to manipu- late the gear lever until the car has come to a standstill.

Also, when manaeuvring the car, no attempt should be made to engage reverse gear after moving forwards until the car has stopped. Conversely, forward speed must not be engaged after using reverse until backward movement of the car has ceased.

Ignition and Normally, both ignitions should always be used, Carburetter the right-hand thumb lever of the switch standing Controls. at the position marked " M B and C." The other

positions of this switch, namely " B " (Battery __.T

Ignition only) and " M & C " (Magneto-ignition and Charge), are mainly useful for testing purposes, or for special circumstances, as is more fully described on page 59.

The operation of the automatic ignition timing control in con- junction with the hand control will be readily understood by reference to the diagrams in Fig. 3. These show the hand control lever in four different positions in its quadrant, as seen by the driver, to suit different running conditions. On the circle shown with each diagram are indicated the timings respectively of the magneto and battery ignitions, the tops of the circles representing the top dead centre (" T D C ") position'of one crank pin. Thus, in Diagram I. the lever is shown fully advanced, which position it should occupy for speeds of 60 miles

. per hour and over, or when using a weak mixture. In this position both ignitions occur go0 before top dead centre when the automatic governor is in maximum operation, and zoo before top dead centre when in mi.nhum operation, i.e., the range of the governqp-operation is 303 this range being the same a t all positions of the h&d control. In Diagram 11. the hand lever is shown advanced 30" from its half-way position, which is the correct setting to use under normal touring conditions, the governor then varying the ignition timing from 16" to 46O before top dead centre, the ignitions still being syn&onised. The lever should be set half-way along its quadrant for slow running,

B

18 CHAPTER I.-STARTING OF ENGINE AND DRIVING THE CAR.

Fuu AWANCC mr w u r r(vrmrr

a Vum .rovr 6Oftr.n

Fra 3. DIAOUA&RS S~OWINO THE IoNmoN Trmrno w m Drrrrurm PommoNS OF THC H A N D A N D AVTOMAT~C COWTROU.

when the magpeto ignition occurs 7" before the battery ignition throughout the range of the governor, as shown in Diagram 111. When starting the engine, either by hand or by the starter, the lever should be fully retarded as shown in. Diagram IV. The magneto ignition then occurs 22' before the battery ignition. The object of providing more retard for the battery than for the magneto ignition is to render possible starting " off the switch," which is done by moving the lever smartly from its fully advanced to its fully retarded position, as will be explained.

It will be found when touring in open country that more economical running can be obtained by setting the mixture control lever a few notches weak. But the process must not be carried too far, or it will be necessary to run with a more open throttle, and thus more mixture will be used and the economy lost.

When running with a weak mixture, it will probably be found desirable to retard the ignition somewhat at low speeds, by means of the hand control, the engine being particularly sensitive to the ignition timing under these conditions.

The throttle governor lever should be carried at the bottom of its quadrant in ordinary touring conditions. The reason for this is that, by so doing, the centrifugal governor is permitted to entirely close the throttle immediately the foot is removed from the accelerator, giving maximum economy of fuel.

I t is necessary to raise the lever about a quarter of the way up -- the quadrant to keep the engine running when the car is brought to a standstill.

The Throttle The function of the throttle governor should be Governor. clearly understood. Operation of the accelerator

pedal opens the throttle by direct means in the ordinary way without affecting the governor. On the other hand, movement of the throttle governor on the steering wheel varies the tension of a spring which restrains, to a greater or less degree, outward movement of the throttle governor weights, such movement tending to close the throttle. Consequently, when the governor lever is set to any given position it controls the maximum speed at which the engine will develop power (without the use of the accelerator pedal). At the bottom of the quadrant it will stop the engine.

When the car is running at speeds higher than that for which the governor lever is set, the throttle will close when the accelerator pedal is released, but a t lower speeds it will remain open.

When the engine is running at, say, 400 revolutions per minute, and the clutch is let in, the tendency is to slow down the engine. The governor immediately opens the throttle further, and sets the car in motion without any danger of stalling the engine.

Conversely, when the car descends a hill at, say, 20 miles an hour, with the governor lever set at a position corresponding to 15 miles

an hour, the throttle is held automatically closed so long as the speed exceeds 15 miles an hour.

This results in a saving of fuel an4 avoids popping in the exhaust in descending hills.

I t is perfectly good practice to drive a Rolls-Royce car with the governor lever always set at a position to just keep the engine running when the clutch is disengaged, but, as mentioned above, it is better practice to carry the governor lever at the bottom of the quadrant when touring, since this causes the throttle to shut more promptly when the foot is removed from the accelerator, and results in a slightly better fuel economy.

Under ordinary touring conditions, it is not recommended that the car should be driven on the governor only. The accelerator pedal should then be used, and the governor lever set as described. The governor is of most use when maneuvring the car, when starting from rest and when changing gear. Itsmechanism has been arranged only to be capable of opening the throttle about half-way, full throttle opening being obtainable through the medium of the accelerator

pedal. Use of Radiator A thermometer is arranged on the instrument

C -- Shutters. board to indicate the water temperature of the

engine. The normal working temperature should be between 70%. and go°C., and therefore, when starting the engine, it was pointed out that the shutters should be closed. They should remain so until the water temperature drops to 70°C.

When driving, it is not necessary to continually readjust the shutters. So long as the temperature is somewhere between 70°C. and go°C., the engine will be in a reasonable condition as regards jacket temperature.

The fitting for controlling the opening of the shutters is arranged on the left-hand side of the driver on the instrument board, in a position which enables him to open or close the shutters easily. The knob on the controlling leva should be held depressed forwards while it is being moved, in order to free a ratchet which normally secures the lever against accidental displacement.

On all occasions when the engine is stopped, the shutters should be closed in order to preserve the high temperature of the jacket water as long as possible.

Under night-driving conditions the instrument bo&d lamp must be used to check the thermometer reading.

Water Level in The water level in the radiator should be the Radiator. frequently inspected and maintained at a point

half-way across the upper water pipe outlet. Loss of water may be due to unwittingly running with the radiator shutters closed, which would result in boiling.

Descending Hills In descending a hill, leave the clutch in and Use of Brakes, and the high-gear engaged. The engine is

then used as a brake. Only on grades of very exceptional steepness and length is it

necessary to change to a lower gear in descending a hill. The Rolls- Royce brakes are many times more efficient than those of the average car, and may be held on practically indefinitely without overheating.

The driver is, therefore, free from the necessity of changing into a lower gear and " crawling " down every long grade. --

This does not mean that reckless driving down hills should be indulged in, since this is dangerous both' to the occupants of the car and the general public. It should be borne in mind that no car will pull up as quickly whea running down hill as it will on the level, however hard the brakes are applied.

For example, when descending a 10 per cent. gradient the minimum distance in which any car can be stopped is almost 40 per cent. greater than when running at the same speed on the level.

The safest policy is always to apply the foot brake gently at the top of a hill, and vary the pressure on the pedal to maintain the car at a reasonable speed.

The foot brake, which operates on al l four wheels, may be used continuously in descending bills without danger of burning out. There is absolutely no need to use the hand and foot brakes alternately, as is the practice with brakes of less adequate design. Moreover, the hand lever only actuates brakes on the rear wheels, its primary use being to hold the car when standing.

If the governor lever is set to run the engine slowly, the governor will keep the throttle closed so long as the speed of the car is bigher than about 10 miles an hour, and there is therefore no need to depress -the clutch pedal, except when it is desired to bring the car to a complete stop.

Sideslip. On greasy surfaces the speed must at once be reduced to " very slow," for the brakes may be valueless to stop

the car in case of an obstruction. The safest rule on greasy surfaces is to drive as though you had

no brakes, i.e. in such a manner that if an obstruction presents itself the car will pull up of its own accord by merely withdrawing the clutch.

When you feel a tendency of the car to slip, immediately take the clutch out ; do not apply the brakes, which would probably cause a worse skid, but " correct " the side-slip by turning the front wheels in the direction towards which the back of the .car is tending to skid ; be careful to turn them straight again just as soon as the car straightens itself, or you may have a worse skid in the opposite direction. It is often the second skid that causes an accident, owing to the driver having " corrected " the first without being prepared for a counter- swing in the other direction worse than the first.

Turning Drivers should cultivate the habit of always releasing Corners. the brakes when actually turning a comer. The re-

tarding power of the Rolls-Royce four-wheel brakes is so great that there should be no necessity f.or brake application under

C- -- such circumstances if the speed is properly suited to the road conditions, and further, the road surface may be different just round the bend, becoming loose and slippery. The sonditions then present if the brakes are applied all favour a serious skid. Further notes on the use of the brakes will be found on page 105.

T o Stop In stopping the car (except in case of emergency) the Car. the throttle should be closed (by releasing the accelerator

pedal) well before arrival at destination, and the car allowed to slow down, so that little or no brake will be required. In fact, the brakes should be used as little as possible, and retained for emergencies. Similarly, the clutch should be withdrawn or the throttle closed in plenty of time before coming to a comer or traffic obstruction, so that a gentle application of the brakes will stop the car completely if necessary.

The proper course, in desiring to slow down, is to do so by allowing the throttle to close ; the engine will then retard the car without taking out the clutch (i.e., use the engine as the first brake).

CHAPTER STARTING OF ENGINE AND DRIVING THE CAR. 23

The brakes should be eased off as the car comes to rest (the hand brake being put on after the car is stationary) ; this will prevent any unpleasant jerk to the passengers and mechanism. For long down grades, the engine may be left in gear (direct) and the throttle closed.

After the car has stopped, the hand brake should be put firmly on, and the change gear lever brought to the neutral position before the driver leaves his seat. If the car will soon be required again, the engine should be stopped by means of the switch with the governor lever half-way up the quadrant (not more), after which the ignition should be put to the fully retarded position ready for the new start.

The engine should not be " raced " and then switched off, as this will cause violent explosions in the silencer. If the car will not be used again immediately, turn off the petrol supply valve on the vacuum tank.

Starting off To start the engine " off the switch," the switch - the Switch, should be turned to the " B " or " M B and C "

position, and the ignition lever moved smartly from its full " advance " to its ful l " retard " position. The coil being of the non-trembler type, this will result in a quick break of the low- tension circuit and a spark in the cylinder which is on its firing stroke.

.Frost. Where there is any possibility of the car being exposed to low, frosty temperatures, with the engine not running,

it is of vital importance that the water system should be drained by opening the drain tap below the water pump. Also after a frost and before attempting to start, or even move, the engine again, hot water should first be poured over the water pump, as otherwise damage may be caused to the pump rotor by the presence of particles of ice within the casing. Warm water can be used with advantage for refilling the radiator.

NOTES TO DRIVERS. Speed. Remember that, owing to the silence of the car, one is

often driving at a much higher speed than one thinks. Apart from the risk of accidents or collisions which must accompany

high-speed driving on any but fairly wide and open roads, this practice is fraught with great annoyance to other road users when the road surface is dusty or muddy.

24 CHAPTER I.-STARTING OF ENGINE AND DRIVING THE CAR. T Collisions. After even slight collisions, a driver should carefully

inspect the front dumb-irons, springs, wheels, and steering gear for damage which might result in a serious accident when the car is again being driven.

Corners. Avoid taking bends or comers fast, as this puts a serious side strain on the wheels, body, etc., and causes

great wear and tear to the tyres.

Risks. Avoid unnecessary risks, such as passing between other vehicles when there is only just room, as this often results

in a sudden violent application of the brake being necessary, which causes wear on the tyres and unnecessary discomfort to the occupants.

Towns. When passing through towns and villages, the throttle should be nearly closed, i.e., the governor lever placed near

the " slow " position, so that (the accelerator pedal being " up ") the engine will only just keep the car going at a low speed.

High Curbs. Care should be taken when driving close to a high curb to avoid catching the projecting spokes

of a wire wheel. * -.

CHAPTER 11.

Periodical Lubrication and Attention. I t is very important that careful attention should be given to

the lubrication of the chassis, and this work carried out in a thorough manner. Mysterious squeaks and rattles will be thereby largely eliminated and satisfactory running assured. The matter is greatly facilitated by the provision throughout the chassis of. oil-gun type lubricators, an oil-gun being supplied in the tool kit.

The tabulated lubrication notes in this chapter are arranged in a certain order, with due regard to the relative location of the various items on the chassis. -

These notes are succeeded by others covering the periodical operations and adjustments which are necessary.

Reference to the plan view of the chassis in Fig. I will be found of assistance in locating the parts mentioned in the notes.

Lubricants Recommended.

Price's Motorine " C " for the engine.

Price's Amber " A " in gear box and back axle. With this should be mixed up to 10 per cent. of Price's Motorine " C " in cold weather.

Hoffmann Ball-bearing Grease, manufactured by Alex. Duckham and Co., Ltd., for ball-bearings and wheel hubs.

Arrangements have been made whereby Rolls-Royce Ltd. can supply promptly any quantity of the above lubricants (from one-gallon cans to forty-gallon barrels) at current retail prices, which include free delivery in London of any quantity. In the country, orders for five gallons and upwards are delivered free to the nearest railway station. Quotations will be submitted on application.

before replacing this cap it should be screwed down the rod as far as possible, as shown in Fig. 4. The leather will then be suitably contracted by the cap, and, on replacement of the latter, will enter the barrel freely. The gun is then ready for use.

Owing to the arrangement of the valve in connection D, care should be taken that this is screwed well home on a lubricator, otherwise the gun will not work.

Caps are provided on the chassis lubricators, which must be removed before fitting the oil gun connection, and afterwards carefully replaced.

When using the oil gun, it should be borne in mind that lubricant is injected under great pressure, with very littie effort on the part of the operator. Consequently, there is. a danger in some cases of oil reaching points where it is harmful-as, for instance, when oiling the brake gear on the axles, excess of oil may get on the brakes and reduce their effectiveness. The oil gun must therefore be used in a manner suitable for the bearing being lubricated, as indicated in .- - the following tabulated lubrication notes.

Daily Crankcase The crankcase oil level should be inspected daily Oil. by raising the off side of the bonnet and viewing the

level indicator which is located just below the dynamo. The red rim of the indicator should stand well up in the glass, i.e., there should be about one gallon of oil in the crankcase. The engine must not be run with less than three-quarters of a gallon. Oil is added through the filler on the same side of the crankcase, a filter funnel always being used. The addition of oil should cease as soon as the indicator reaches the top of the glass. There will then be- about I) gallons present.

Water in The radiator water level should be inspected daily, Radiator. and maintained half-way up the return pipe. (See:

Fig. 40.)

28 CHAPTER 11.-PERIODICAL LUBRICATION AND ATTENTION.

Every 500 Miles, or Weekly. LUBRICATION.

(After the first 500 miles' running with a new car the engine crankcase should be drained, the filter cleaned, and fresh oil added as described on page 67.)

-- - -

- i

i

I 1 I t I

I

Also every 500 Miles, or Weekly.

I Inspect level of acid in battery.

PART* T O 8 E I NO. 0. "0. L".RI..NT

POINTS. I. APPLIED. LUmRICANT AND QUANTITY.

LUmRICATCD.

F r o n t S p r i n g 4 Oil Gun ... Gear Oil. Screw down until Shackles I oil exudes from ends of

I bearings. Rear Ends of Front 1 2 1 Oil Gun ... Gear Oil. Screw down two or

Springs I three turns on each lubricator.

Cross Steering Tube 1 2 Oil Gun ... Gear Oil. Screw down two or (both ends) 1 three turns on each lubri-

cator. Side Steering Tube i 2 Oil Gun ... Gear Oil. Screw down two or

(both ends) three turns on each lubricator.

Front Shock Ab- 1 Oil Gun .. . Gear Oil. Screw down two or sorber Connections three turns on each lubri-

cator.

Front Shock Ab- 2 Oil Can ... Engine Oil. Apply a few drops sorbers to exposed edges of leather

cones.

Steering Pivots ... 2 Oil Gun ... Gear Oil. Screw down until oil exudes.

Water Pump Bearing 1 I Screw-down Graphite Grease. Fill lubrica- and Gland Lubricator tor and screw right home.

Water Pump Coup- 1 Oil Can ... Engine Oil. Inject a few drops ling into oil hole in coupling.

Universal Joint and 1 Oil Gun ... Gear Oil. Inject half a gun- Torque Tube An- full. chorage

Rear Spring Shackles 4 Oil Gun ... Gear Oil. Screw down until oil exudes from ends of bearings.

Rear Spring Trun- 2 Oil Gun ... Gear Oil. Screw down until nions

I oil exudes from ends of bearings.

Rear Spring Rollers 2 Oil Gun ... Gear Oil. Screw down until on Axle oil exudes from ends of

bearings. b

CHAPTER 11.-PERIODICAL LUBRICATION AND A ~ E N T I O N . 29

Every 1,000 Miles, or Fortnightly.

LUBRICATION.

(After the first 1,000 miles' running with a new car the engine crankcase should be drained, the filter cleaned and fresh oil added,

m as described on page 67.)

Lusnlcrm r r o aurrrm.

Gear Oil. Oil sparingly where shafts enter brake drums.

Engine Oil. Inject a few drops on to jaws.

Engine Oil. Remove leather stocking, and inject a few drops into side of socket.




Engine Oil. Inject a few drops into oil holes.

Engine Oil. Inject a few drops into oil holes.



I

I PART. TO .= NO. or now ~ u s n ~ c r r ~ ! 0 I S &CCUID. LU.RICAl-rO.

I --- i

B r a k e Cam a n d / 14 Oil Gun ... Actuating Shafts ; on Axles

Jaws of Brake Ropes (front and rear)

all Joints of Front Brake Pull Rods

Jaws of Brake Rods between Counter- shafts and Equal- isers (front and rear)

Jaws of Brake Rods between Balancing Lever and Coun- tershafts (front and rear)

Jaws of Coupling Rods from Servo t o B a l a n c i n g Lever

Fulcrums of Brake Actuating Levers

12 Oil Can . . .

4 Oil Can ...

4 Oil Can ...

4 Oil Can ...

4 Oil Can ...

2 Oil Can ... ,

on Servo Shaft , I

Fulcrum and Link ' 2 Oil Can ... o f B a l a n c i n g 1 Lever

Jaws of Rods from i 4 Oil Can ... Pedal t o Servo a n d S e r v o t o Countershait

Jaws of Rod from Hand Brake Lever

2 Oil Can ...

Every 1,000 Miles, o r Fortnightly-contilr2ced. ~ P l I T S TO .C NO. OF now ~ummcrnr

POINT^. IS APPLIED. LUDIIICAWT AND ~UANTIW. LUDIICATCD.

S e r v o E n g a g i n g 2 ip Oil Can ... Engine Oil. Inject only one Levers or two drops into lubricators.

Servo Shaft ... ... 1 Oil Can ... Engine Oil. Inject a few drops into lubricator.

F r o n t a n d R e a r 2 Oil Gun ... Gear Oil. Screw down two Brake Counter- turns on each lubricator. shafts

Bearings on Pedal 1 Oil Gun ... Gear Oil. Screw down until Shaft oil exudes from ends of pedal

i bosses.

Clutch Pedal Con- 2 Oil Can ... Engine Oil. Inject a few drops nections on to jaws.

Accelerator Pedal ... 1 Oil Can ... Engine Oil. Inject a few drops into small lubricator.

Fulcrum of Hand 1 Oil Syringe ... Gear Oil. Remove plug a t Brake Lever ! lower end of lever and in-

ject a few drops.

Hand Brake Pawl 1 I Oil Can ... Engine Oil. Apply a drop a t Connections each joint.

Bearing of Gear 1 Oil Syringe ... Gear Oil. Fill oil cup and Lever screw right down.

Reverse Catch of 4 Oil Can ... Engine Oil. Apply a drop at Gear Lever each joint.

Gear Lever Fulcrum 2 Oil Can ... Engine Oil. Apply a few drops a t each joint.

Cam of Battery Ig- 1 - Smear a trace of engine oil on n i t i o n C o n t a c t cam surface. Breaker

Spring Gaiters ... 12 Oil Gun ... Engine Oil. Screw down three or four turns on each lubricator.

!

Also every 1,000 Miles, or Fortnightly. Remove and clean gauze filter below oil relay of automatic ignition

advance. This operation must be performed with great care, the filter and

I its chamber being replaced scrupulously clean (see page 51).

CHAPTER 11.-PERIODICAL LUBRICATION AND ATTENTION. 31

Every 2,000 Miles, or Monthly.

LUBRICATION.

rn rn m m m LI

n'

m m L.

--

LUmIIICAUT AND eVA)(Tm.

Gear Oil. Screw down one or two turns on each lubricator.

Gear Oil. Screw down until oil exudes from ends of bearings.

PA- TO mc NO. 01 POINTS. LVmlllCAtlD.

2

1

now Lumnlc~n~ tm APPLIED.

Oil Gun ...

Oil Gun ...

2

2

Steering Box

Clutch Levers

Hand Brake Equal- 1 iser Shaft

I Oil Can ...I Engine Oil. Inject only two

I Or three Oil Can ... I Engine Oil. Inject only two

Oil Can ...

Oil Can ...

-

Oil Can ...

Oil Can ...,

or three drops.

Engine Oil. Inject a few drops into spring-lid lubricator.

Engine Oil. Lift cover of thrust race on column, and inject a few drops into race.

I Gear Oil. Remove cover and

fill until on the point of overflowing.

Engine Oil. Remove lower cover of dutch housing and inject a few drops into oil hole of trunnion.

Engine Oil. Remove lower cover of dutch housing and I inject a few drops to Iubri- cate fulcrum pins.

Oil Can Engine Oil. Inject a few drops -"I into open end of shaft.

I Oil Syringe ...I Gear Oil. Inject a few drops

I into hole in sleeve.

I

Oil syringe ...I Gear Oil. Remove plug at end

Oil Gun

of shaft and inject half a syringe-full.

Gear Oil. Screw down about ."I six turns on each lubricator.

I

32 CHAPTER 11.-PERIODICAL LUBRICATION AND ATTENTION.

Every 2,000 Miles, or Monthly-corrtirttred. I

PARTS TO BC I No. or How LUmRlcrNT LUBRI~ATED. POINTS IS APPLICD.

LUBRICANT AND QUANTIW.

- Torque Tube ... I / Oil Gun ... Gear Oil. Screw down about

i six turns. j

Starter Motor Re- , 2 / Oil Syringe ... Gear Oil Inject a few drops duction Gears i ! into spring-lid lubricators.

Control Mechanism - Oil Can ... , Engine Oil. Apply a drop of on Steering\Yheel, oil to each bearing and joint. Steering Column, Engine, Carburet- :

t e r , I g n i t i o n '

Tower, and Mag- ; ! neto; also Gover- i

nor Connections, Exhaust Throttle 1 Control, Radiator i Shut te r Control, Starter Carburet- ter Control, and Exhaust Cut-out Control I

1

Also every 2,000 Miles, or Monthly. I.-When the engine is warm, remove drain plug in the oil tilter

cover and drain out all the oil. The oil filter should then be L

taken out and carefully cleaned and fresh oil added to the crankcase (see page 67).

2.-When the back axle is warm remove filling plug and check oil level, allowing any excess to drain out (see page 1x4).

3.-Remove wheels, grease interiors and hubs, and replace. +-Test steering joints and front shock absorber connections for -

play, and adjust if necessary (see pages 117 and 119). 5.-Remove dynamo and starter motor end covers, clear away any

dust and inspect brush gear (see pages 37 and 42). 6.-Inspect contacts of automatic cut-out in distribution box on

front of dash. Clean with fine glass paper and smear with a very little vaseline. 1

7.-Inspect L.T. " make-and-break " contacts of battery ignition andcleanifnecessary. Setgapsto.or7"to .021"(seepage47).

8.-Remove and clean carburetter air valve and chamber. Use no lubricant on these parts (see page 86).

9.-Test tappet clearances with .003'' feeler gauge (see page 70) when engine is cold.

10.-Remove and clean sparking plugs. Set gaps to .020" for magneto and .030n for battery. (The high tension ignition leads are marked " M " and " B " respectively.)

11.-Adjust brakes if necessary (see page 97 el scq.). 12.-Test fan belt for tightness, and adjust if necessary (see page 127;.

Every 5,000 Miles, or Half-yearly. Wheel Bearings. The smdl screw should be removed from the

centre of each road wheel hub and a few drops of gear oil injected (see page 129).

Carburetter The float chamber cover should be unscrewed, Float Chamber. the float taken out, and the chamber wiped out

with a piece of clean damp washleather. The float should be shaken to discover if any petrol has leaked into it. -- Petrol Filters. The petrol tank filter, that arranged on the

carburetter float chamber, and also the filter on the vacuum tank, sho~ild be removed and cleaned (see pages 82 and 81).

Water Cooling I t is advisable to thoroughly drain out the System. radiator and water system, a tap being provided

for this purpose just below the water pump. Clean soft water should be used for refilling, and the level should stand at the centre of the upper radiator pipe (see page 126).

Fan. A lubricator is fitted to the fan bracket, and gear oil should be injected with the oil gun, three or four turns being

given. At the same time, the joints of the spring tensioning device should be lubricated with the oil can.

The driving belt should be removed, scraped with a blunt knife, smeared with engine oil on the back (not .on sides), and replaced.

Gearbox. The oil level in the gearbox should stand at the upper end of the flat on the indicating rod. If necessary, gear

oil should be added, this having previously been warmed to reduce its viscosity (see page 112). C

(When the car is new all the oil should be drained out of the gearbox after the first 5,000 miles, and replaced with fresh oil. A drain plug is located on the bottom of the gearbox.)

Back Axle. When the car is new all the oil should be drained out of the back axle after the first 5,000 miles, and

replaced with fresh oil. A drain plug is located on the bottom of the axle casing.

Front Shock The front shock absorber links should be dis- Absorbers. connected by unscrewing the two small bolts at

the upper end after removing the gaiter. The central adjusting nut of the shock absorber should be unscrewed and the leathers removed. These must be' cleaned and soaked in engine oil for a night.

The shock absorber should be adjusted so that a weight of 25 to 30 lbs. may be suspended on the end of the lever without causing slip.

Every 10,000 Miles. Both gearbox and back axle should be drained every 10,000 miles

and refilled with fresh oil to the correct level. The pipe which connects the carburetter air inlet to the crankcase

should be removed and its gauze cleaned (see page 92).

Every 20,000 Miles. The servo adjustment should be tested as described on page I=,

and the clearance readjusted if necessary.

Every 50,000 Miles. I t is recommended as the safest and most economical course that

the car should be sent to its makers for dismantling and report at least once every 50,000 miles.

If this is impossible or inconvenient, then it is most important that the work be put into the hands of really competent people, who have the necessary skilled labour and proper appliances. Further, if any chassis parts require to be replaced only those of Rolls-Royce manufacture should be used. A great deal of damage can be done to a car during overhaul by lack of knowledge and by carelessness;

These points are of great importance, and owners should reaiise the desirability of returning the car to Rolls-Royce Ltd. if this is in any way possible.

Documents

40-50 H.P. ROLLS-ROYCE CAR - RROC