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 to research cylinder bore wear and the use of dry liners.
| Identifier | ExFiles\Box 132\5\ scan0095 | |
| Date | 3rd March 1939 | |
| 1123 + 1175 To By.{R.W. Bailey - Chief Engineer} c. to Da.{Bernard Day - Chassis Design} c. to Da{Bernard Day - Chassis Design}/Mes. RM{William Robotham - Chief Engineer}/CTS.{C. Trot Salt - Carburation}5/JH.3.3.39. CYLINDER BORE WEAR. (Dry Liners). Visit to Messrs. Leyland Motors Ltd. (Lancs). Purpose. This firm has been using dry and wet liners for about 2 years, to cut down excessive cylinder wear. We give below a summary of the information obtained, which may be applied when considering dry liners in our own engines such as Ripple. Procedure. Leylands have eleven different models, all fitted with liners, and ten of these are the dry type and one wet. One representative type is sufficient to quote for dimension purposes. 'Cub' petrol and oil engines (3 1/4" bore). Cyl. block : bore 3 11/16 + .000 ) - .002 ) Interference = Liner o/dia.3 11/16 + .0025) .0025 to .0055. + .0035) It should be noted that the liner thickness is 3/32". The query was raised regarding a collar on the liner to give a definite location when 'pressing in'. This firm only use the collar type on what they call the 'L' engine, and the reason is that the upper part of the bore is part of the combustion chamber, and the liner (which is pressed in from the bottom), must come up to a definite line in relation to the spark plug. The collar is not used in any sense as a safe guard to keep the liner in, but simply for location as stated. On all the other engines using dry liners : These are pressed in from the top by about 2 tons pressure, and | ||