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 modifications, including exhaust valve timing, salt cooling, stud sizes, and gasket areas.
| Identifier | ExFiles\Box 1\8\ B001_X100 Engine Chassis-page093 | |
| Date | 7th October 1932 guessed | |
| (2) (9) The exhaust valve might be made to open late, and suddenly, and close more slowly, making less noise, when noise and shock is no use to us. (10) Is it assumed impractixal in cost or size to salt cool the exhaust valves? If not, do it. (11) With the head having 6 exhausts the valves might not get so hot because they do not blow back on one another so much, so hot, and so near, as found out by Derby in the case of designs like P.2., J.1., and Z., and the original Peregrine. also the exhaust having two separate pipes can certainly get away more freely. (12) One point that requires some explanation is that althoug we have only one 1/4" stud in the centre there seems little damage done at this point in all the joints. (13) The area of the gasket on the tappet rod side might be decreased with advantage by punching holes or cutting the faces away. LATER. I have spoken to HS.{Lord Ernest Hives - Chair} on the subject, and he thinks we have the matter well in hand, and that the Bensport or Peregrine should not require any drastic changes. The 5/16" studs will go in apparently without running the risk of cracking the jacket. Having achieved this we have all the resources mentioned above to fall back upon, which do not demand anything serious. It is possible to salt cool the valves, and also that the alternate head will be much better than the head Derby are running at present, and HS.{Lord Ernest Hives - Chair} does think that the blower they have on test will be as large as the engine will require, or bear. R.{Sir Henry Royce} | ||