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 decisions and specifications for components including the crankshaft, lubrication system and camshaft.
| Identifier | ExFiles\Box 111\2\ scan0219 | |
| Date | 18th August 1937 | |
| -2- CRANKSHAFT (4) It was decided to follow Bentley practice exactly with regard to the crankshaft, except where economies in manufacture could be made. The present crankshaft forging costs too much. Crank to include improved oil flinger and longer retaining thread at rear end against oil leak into clutch pit, see Vauxhall. FLYWHEEL & CLUTCH. (5) As on the Bentley. Provision should be allowed with the 10" clutch for the moment of inertia to be increased 50% with the minimum increase in overall weight. LUBRICATION SYSTEM. (6) Gallery pipe deleted and replaced by drilled lubrication holes as standard American practice. The floating suction intake which we have tried out experimentally has now been widely accepted in America, and we think we should adopt it in preference to elaborate settling chambers and filters. We recommend a by-pass main filter of the A.C. type. Cost saving. CAMSHAFT DRIVE. (7) Three gears as on Wraith - Cost Saving. As an alternative to this, a chain drive as previously designed for the 8-cylinder Wraith with automatic tensioner is not regarded as being out of the picture should it provide a happier centre line for the auxiliary drives and a simpler type of raised front engine mounting. CRANKSHAFT DAMPER. (8) Harmonic type as on Vauxhall. Cost Saving. DISTRIBUTOR DRIVE (9) As dictated by other features of the engine. CAMSHAFT & TAPPETS. (10) American practice as fitted on the Wraith. 3 Bearing camshaft to be considered. continued | ||