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 component accessibility, mounting, and performance, including the exhaust system.
| Identifier | ExFiles\Box 125\1\ scan0204 | |
| Date | 5th March 1935 | |
| -3- Carburetters are accessible, ignition plugs accessible. The petrol pump can be got at but is not quite so accessible. Ignition tower and coils are easy of access. The only outside oil pipes are the feeds to the rocker shafts. The oil pump is one with the top half and is situated near the rear bearing, being driven direct off the crankshaft. The suction pipe comes down at an angle into the lower pump and does not have to be interfered with when dismantling the connecting rods. The situation of the pump and drive is an asset in cutting out noisy oil pump troubles. The release valve is built in the front engine case. The engine mounting is a five point rubber, but is not flexible to the extent that movement of the engine takes place. The two front feet rest on rubber blocks direct on the top of the chassis frame, the weight helping to keep down distortion of the frame. It is supported by feet mounted on rubber at the rear of the engine, and a single mounting under the centre of gearbox. There are no vibrations from the engine that can be felt, transmitted to the frame, until maximum revs. are reached. At maximum speeds the engine is very rough. We contend that the mounting of the engine eliminating any slackness in and thrust cuts out a source of trouble with clutch jaggers. There has been no indication of preignition and it has been free from detonations. The ignition is entirely automatic by centrifugal control in the distribution tower. THE EXHAUST SYSTEM. The exhaust manifolds are of the ribbed cooled type. We had very little trouble with them. The only slight exhaust blow occurred after the test on the Montlhery track. The down exhaust pipes from the manifold which take the form of a curve to the silencer, lead out from the rear end of the manifolds. No excessive heat was noticeable in the driving compartment. The joint flange made by turning over the pipe end broke away on both pipes. We discarded this design three years ago having had the same trouble. | ||