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).
Cylinder liner materials, chemical composition, and performance from commercial vehicle manufacturers.
| Identifier | ExFiles\Box 116\1\ scan0095 | |
| Date | 13th January 1938 | |
| -3- Cylinders etc. In line with most Commercial vehicle manufacturers AEC. use separate liners in their cylinder construction, they say, of course, that this is better from a service point of view, but they also claim that taking everything into consideration it is cheaper than producing cylinder blocks in high grade iron and the consequent scrap, many times only revealed during final machining operations. Until quite recently they have been using liners heat treated up to 400 - 500 Brinell. They heat treat the liners themselves. The specification of their iron is as follows - Chemical Analysis. Total Carbon 3.00 - 3.50% Combined carbon 0.45 - 0.85% Silicon 1.80 - 2.30% Manganese 0.60 - 1.20% Sulphur under 0.12% Phosphorus 0.50 - 0.80% Nickel 0.10 - 0.65% Chromium 0.10 - 0.30% Castings to be heat treated to 400-500 Brinell. They have also recently been using low Brinell liner with which they claim good results from wear point of view, the specification is similar to above, with the exception that Phosphorus is increased to 0.8 - 1.1%, the final condition to be as cast with Brinell hardness of 225 - 275. They have tried Phosphorus as high as 1.2% and claim even better wearing properties. They have had some peculiar results with oil consumption, using different combustion chambers, they state that direct injection engines give much better oil consumption than heads of the Ricardo or pre-combustion type, the ratio being 4 : 1, this they say is quite a general complaint among manufacturers. Rm{William Robotham - Chief Engineer}/Mths.{Reg Matthews} | ||