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).
Visit to Leyland Motors discussing marine and diesel engine design.
| Identifier | ExFiles\Box 140\3\ scan0238 | |
| Date | 17th February 1939 | |
| To. RM{William Robotham - Chief Engineer} H/75 EDWARDS Please note & return noted Rm{William Robotham - Chief Engineer}/Ed{J. L. Edwards} De/Jnr.{Charles L. Jenner}1/G.17.2.39. VISIT TO MESSRS. LEYLAND MOTORS LTD. WITH Rm.{William Robotham - Chief Engineer} and Rm{William Robotham - Chief Engineer}/Ed.{J. L. Edwards} --- The fact that we stated that we were about to project a Marine engine rather stilted the information which we were after, because Leylands are now in the same line of business. Mr. Pilkington and Mr. Markham criticised our Power Head Diesel. They thought that the swirl created comes to a sudden stop when it reaches the flat roof of the cylinder block. They maintain that the rate of swirl in a turbulent chamber is about ten times crankshaft speed, and must not be hindered. A turbulent chamber that has got haphazard swirl is useless, they thought if this head did not work straight away we could do nothing about it. The next point is what sort of a nozzle, if it had two holes then undoubtedly one would become choked. They have designed about 20 cylinder heads on their single cylinder bed, and are of the opinion that direct injection is the best. High B.M.E.P. which is claimed by Leyland competitors is never maintained. It might exist for a short while, varying between five minutes and a few hours, and afterwards the power drops considerably, generally due to a nozzle trouble and a piston gumming up. What Leylands do is to rate their engines so that the operator does get the power he has bought, the object being to get a long mileage with consistent power. The Perkins engine is giving trouble in service due to one of the holes in the nozzle become carboned. The MAN. engine is not giving the power of the Leyland. (Rackham) at AEC They were highly amused at my enthusiasm for air cell engines, they state that Mr. Rackham came along two years ago with the same story, but up to date he has failed to do anything with the engine. Leylands reply to our question which was "why have the Americans gone to the Lanova air cell head" was that the Americans have not had the experience the British designers have. All good Dieselheads are suitable for supercharging, it is just what is wanted for the oil engine. Trouble is experienced when an engine is changed | ||