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).
Design considerations for an engine, including auxiliary drives, superchargers, and dampers.
| Identifier | ExFiles\Box 178\3\ img237 | |
| Date | 31th March 1940 | |
| (2) (3 less wheels and 2 less adjustments than the original double camshaft.) (2) Then I thought we might group the dynamo, water pump, and oil pump drives, and ignition, together on the exhaust side, much as we have done on J.{Mr Johnson W.M.} B., but in addition it might be possible to get the vertical drive to the oil pump. You will notice that if you do this it will less embarrass the induction pipe from the blower, and what we arranged the other day would be easier, as your intake pipe would not have to clear anything to do with the pump work. (3) I understand we have got the ignition plugs right with the head that you have, and if we could have the single camshaft we know we should be gaining considerably in time and confidence. (4) It is doubtful whether a push rod job would have created the desired impression as well as the overhead camshaft, and in this case the chief thing is the commercial aspect. A.C. says that he wishes Peregrine to be available first. This will leave you rather pushed with engine work, so you will have to concentrate on this engine. (5) It will not destroy much of the work we have done in the blower drive. I am rather inclined to think that the drive to the Beaufort supercharger would be better if of the radial Bibby type because it can run at any speed. You can put the weighty piece of it on the blower, and the lighter piece on the engine, and it will not need to be very big to take the H.P. (6) Regarding the damper, the scheme used by Wilson looks exactly equivalent both as regards friction at rest, and in motion, as what we need for the damper. That which is good for a friction clutch or brake should also be good for a damper, and you might as well dismiss the metal to metal surfaces from your mind. It is too involved, and will worry you too much in design before it is right, even if better than Ferodo, which I cannot believe. It is logical to suppose that the Wilson brakes which work under oil will have exactly the same difficulties, because he makes his starts from rest on those brakes (except that the fluid flywheel may help.) He has to get away without a dither, and we would get a big dither if the co-efficient of friction at rest, and in motion, were greatly different. (7) I think we shall hear no more about starter motors on any of the accessories. We must stick to the car practice being S.U.. | ||