AUTO FUEL PUMP PROBLEMS : PUMP PROBLEMS
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Auto Fuel Pump Problems
ROLLS ROYCE PHANTOM I 1928
The Phantom I is the second model in the Rolls-Royce 40/50 hp line. It was originally and even now correctly referred to as New Phantom. (The long production previous model, in numbers and number of production years, was the 40/50 hp model known affectionately after the most famous Barker bodied Reg No AX-201 as the "Silver Ghost". Other 40/50 chassis were also given names such as Silver Rogue etc. too). So to differentiate that now there was a new 40/50 hp model the word New was prefixed to the Phantom name. With the introduction of the third 40/50 hp model named Phantom II, the New Phantom name caused confusion so it was called, retrospectively and perhaps without official sanction, Phantom-I. Like the famed Ghost, the Phantom was constructed both in the United Kingdom and United States, with the US model trailing the UK by one year on introduction and two in replacement.
One major improvement over the Silver Ghost was the new pushrod-OHV straight-6 engine. Constructed as three groups of two cylinders with detachable heads (state of the art at the time), the large engine produced excellent power to pull the large heavy car. The engine used a 4? in (107.9 mm) bore and long 5? in (139.7 mm) stroke for a total of 7.7 L (7668 cc/467 in?) of displacement. Aluminium was substituted for cast iron in the cylinder heads in 1928, and proved to be the Achilles heel, plagued with corrosion problems. The separate gearbox connected through a rubberised fabric flexible coupling to the clutch and through a torque tube enclosed drive to the differential at rear, just like the Ghost. It was changed to unitary gearbox with open drive shaft in the Phantom-II. Most UK Phantom I's retained the fuel gauge at the tank, but some US models had one on the dash. It retained oil lubrication through Enots nipples, some times as many as 50, which attached to a special Enots oil pressure gun and needed to be attended to regularly at 500, 1000 and 2000 mile intervals, involving much time and effort. (The Phantom II adopted the American Bijur oiling system which connected all the oiling points with an elaborate plumbing system and orifices and oiled all the points with a stroke of a single pump).
Semi-elliptical springs suspended the front, while cantilever springs were used in the rear. 4-wheel servo-assisted brakes were also specified, though some initial US models lacked front brakes.
Differences between the US and UK models included available wheelbases — both were specified with the same 143? in (3644.9 mm) base length, but the UK long-wheelbase model was longer at 150? (3822.7 mm) than the 146? in (3721.1 mm) American version. Other differences included the transmission, with UK models using a 4-speed and US models using a centre change 3-speed manual transmission, both with a single dry-plate clutch.
UK models were built at Rolls-Royces' Derby factory, while US Phantoms were built in Springfield, Massachusetts.
LC '46 Ford
It all looks so familiar. That's because I had a '46 Ford when I was in college. I spent a lot of time hanging on to a steering wheel like that.
The clock on the left, the four gauges in a row, the bullseye brake and clutch pedals, the column-mounted gear shift . . . I can almost hear the rumble of that old flat-head V8.
It was a good car. The only repairs it needed in about two years was stuff like new tires and brakes. I think I replaced one fuel pump, but that was a common problem on Fords of that period.
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