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).
Engine design choices for the camshaft, supercharger, and other components.
| Identifier | ExFiles\Box 3\4\ 04-page058 | |
| Date | 17th June 1932 guessed | |
| -2- but better for lubrication. This takes the same head (the alternate one we have decided to make) with the camshaft rather out of centre with the engine, which will bring the vertical shaft fairly well out to meet the dynamo shaft, and it will be rather simpler gear, and easier to take the slack out - (3 less wheels and 2 less adjustments than the original double camshaft.) (2) Then I thought we might group the dynamo, water pump, and oil pump drives, and ignition, together on the exhaust side, much as we have done on J.3. but in addition it might be possible to get the vertical drive to the oil pump. You will notice that if you do this it will less embarrass the induction pipe from the blower, and what we arranged the other day would be easier, as your intake pipe would not have to clear anything to do with the pump work. (3) I understand that we have got the ignition plugs right with the head that you have, and if we could have the single camshaft we know we should be gaining considerably in time and confidence. (4) It is doubtful whether a push rod job would have created the desired impression as well as the overhead camshaft, and in this case the chief thing is the commercial aspect. SG.{Arthur F. Sidgreaves - MD} says that he wishes Peregrine to be available first. This will leave you rather pushed with engine work, so you will have to concentrate on this engine. (5) It will not destroy much of the work we have done in the blower drive. I am rather inclined to think that if the drive to the Bensport supercharger would be better if of the radial Bibby type because it can be run at any speed. You can put the weighty piece of it on the blower, and the lighter piece on the engine, and it will not need to be very big to take the HP. (6) Regarding the damper, the scheme used by Wilson looks exactly equivalent both as regards friction at rest, and in motion, as what we need for the damper. That which is good for a friction clutch or brake should | ||