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 compression experiments, torque reactions, and potential improvements to carburettors and chassis.
| Identifier | WestWitteringFiles\T\2July1928-December1928\ Scan145 | |
| Date | 17th October 1928 | |
| E.{Mr Elliott - Chief Engineer} } FROM R.{Sir Henry Royce} HS.{Lord Ernest Hives - Chair} } BY.{R.W. Bailey - Chief Engineer} } Copy to BJ WOR.{Arthur Wormald - General Works Manager} ORIGINAL R1/M17.10.28. EAC.10. ("SS{S. Smith}"). X790 X7080 re.COMPRESSION. X.7005 X7771 In our experiments we should use the highest compression that the engine will bear without detonations, (say 5 to 1.) - (1) as a clean engine, and poor petrol. (2) as a carboned engine, and good petrol. We must then find out a way of preventing the torque reactions reaching the body. We are expecting some improvement from the EAC. 10. chassis, because of the 4 engine feet with hard rubber forward, and soft rubber under rear feet, (which will require a support under gearbox.) It is no use working the other way. I understand that we have made very little progress in BHP. with the 'SS{S. Smith}' engine if we continue to use present Phantom carburetter, but I cannot believe these will not stand some enlargement of throats and ports. I have also asked many times if we cannot get some improvement from two carburetters - i.e. two 3 cyls. as in 'F', with carburetters in the Vee. We must get along with this engine and complete chassis; every day of delay is of importance. R.{Sir Henry Royce} | ||