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 modifications and parts for high power testing, focusing on Goshawk engine reliability and lubrication.
| Identifier | ExFiles\Box 179b\1\ img298 | |
| Date | 6th February 1933 guessed | |
| Contd:-2- There is no reason why the special fuel should not be used during the high power test by proving to prove the mechanical strength of the engine. I am a little bit short in knowing what the specification of the Goshawk means. By chance I can conclude it is the two piece block because it is said this type had been running endurances up to and over 1,000 HP. RHC{R. H. Coverley - Production Engineer} I conclude that no engines will go on test for any official purpose except fitted with the very best parts available for two specimen engines, one being the very best we can do without unreasonable scrapping of present production. This seems mainly to consist of fork and blade rods with lead bronze liners with lubricated grooves of the car engine type. 'If we can get any increased reliability out of the modification to the piston or valves it ought to be within the category of reasonable scrapping. I do not however know what Kg. means by bigger pistons. I believe we have available and type tested pistons with increased service, but I did not know they were of any better length. However, I am quite in agreement that if they have proved these to be superior in temper and oil consumption, it will certainly be advisable to substitute them at the earliest moment. I do not quite agree with Hs.{Lord Ernest Hives - Chair} that the modifications to the rods will not make any difference to the reliability, because he himself says that the lead bronze will make a safer rod. I do agree with him however, in saying that it is necessary to improve the lubrication, and I have pointed out that this can so easily be done by improvement in the freedom in which it enters the inside of the crankshaft, i.e. the three radial holes in the two side grooves in the main bearing, and I hope at the earliest moment to hear the result of the gauge pressure on the main bearings which is only fed from the crank. | ||