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).
Letter discussing the design and placement of a slipper flywheel, comparing wet versus dry friction faces.
| Identifier | ExFiles\Box 5\6\ 06-page049 | |
| Date | 19th June 1929 | |
| OY-2 June 19th, 1929. Mr. A.{Mr Adams} F.{Mr Friese} Sidgreaves, Rolls Royce Ltd., London, England. cc - Mr. Bailey Mr. Hives Dear Mr. Sidgreaves: Slipper Flywheel & Section 5020 We have in mind with regard to slipper fly-wheels that some time back Mr. Royce stated that the original design for the slipper contemplated dry friction faces. Also that on the original 6 cyl. R.R. car., and on the experimental Goshawk, the slipper was in the position usually adopted by other makers external to the crankcase and therefore running dry. We notice however that on the most recent drawings the slipper is still inside the wheelcase and the surfaces are "wet." There must be some perfectly good reason for this but we should appreciate a note from Mr. Bailey and Mr. Hives, as to the practical objections to a dry external slipper, as used now on nearly all American and I believe many English and Continental cars. Two ideas prompt this request - (1) It has always appeared to us that the use of a sort of mixture of dry and fluid friction at the faces of the slipper tends to promote the extreme change in loading between static and running conditions which gives trouble in obtaining an accurate and permanent setting. (2) We think that the slipper is essentially a part of the car which requires minor adjustment often several times over on a new car or chassis before the best results in smoothness etc. have been obtained. The saving in the depots which would result from an external and accessible slipper would be very considerable in the course of a year. -continued- | ||