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 the 'Bensport' car, focusing on the Peregrine engine and clutch type.
| Identifier | ExFiles\Box 3\4\ 04-page039 | |
| Date | 28th May 1932 | |
| SG.{Arthur F. Sidgreaves - MD} FROM R.{Sir Henry Royce} X4583 R2/1525.5.32. Sent off 28.5.32. C. to WOR.{Arthur Wormald - General Works Manager} RG.{Mr Rowledge} E.{Mr Elliott - Chief Engineer} C. to HS.{Lord Ernest Hives - Chair} BY.{R.W. Bailey - Chief Engineer} PN.{Mr Northey} re. BENSPORT. This car appears to be taking the chief attention of the car designers both here and at Derby. As we believe you wish it to be the most urgent part of the car programme I have roughly reviewed the subject, and have thought the following notes might save some time. I understand from EV.{Ivan Evernden - coachwork} that the general appearance - bodywork, bonnet, radiator - is having a mock up so that Sales and others can see what it will be like. This is to be done at Park Wards. That it ought to be done somewhere is obviously very wise. It is the way we made the rather successful London to Edinburgh Silver Ghost model in 1911., pictures of which still shew it to be a nice car. ENGINE: As regards the engine, there is still some little doubt about our Peregrine engine being quite suitable, but we concluded that it would be economical and quick to give it a trial before making any serious modifications to it as we anticipated in the first instance. To prove at an early date whether this engine is going to give us sufficiently good results, I suggest that one of the first few Peregrines made shall be temporarily fitted with a 'Powerplus' or other blower, to test the HP. available, and the endurance of the engine. It looks as though this might be possible within the next few weeks should the engine already built prove sound. The question of silence could be dealt with later. CLUTCH: With regard to the clutch we have decided to adopt in the first instance, for both models, the multi plate type, as this is undoubtedly better for the clean gear change that sporting drivers prefer, the reason being that the inertia is much lower for a given HP. rating. I had settled in my mind considering the adoption of the two plate clutch instead of the single plate, but I now thing it is better for the make of the low inertia to go to the multi plate type. In connection with this JA. has made a design and reversed somewhat the usual order of parts, so as to considerably reduce the moment of inertia of the driven part. It calls for the slight peculiarity of pulling the clutch out instead of pressing it in, (to release it) which does not seem to present any serious disadvantage. I have suggested in connection with the thrust bearing that we use one more of what is known as the single row N. D.{John DeLooze - Company Secretary} bearing instead of the usual | ||