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).
The condition of engine components including reduction gear, liners, bearings, valves, and a torsion shaft after a test run.
| Identifier | ExFiles\Box 179b\3\ img089 | |
| Date | 31th January 1933 | |
| -2- Ha/L.B.L.8/V.A.31.1.33. Cont'd.{John DeLooze - Company Secretary} The "Maag" ground .475 reduction gear although not a perfect gear, the pinion teeth having scored slightly, has run a total of 270 hrs. and is the best gear of this ratio we have had. The spring loaded gland type liners again proved themselves to be suited to R.C. conditions, no trouble with external water leaks being experienced. For the present run they were given .005" diametrical clearance between the lands, on either side of the rubber ring, and the cylinder block base. They were previously a spigot fit. This brings them into line with the standard practice. The big end bearings were in very bad condition, some appearing to be in danger of immediate collapse. Nos. 1, 2, &3 were the worst. These bearings are worse than those of the previous run of last August. The condition of the other parts was as follows:- Valves. The inlet valves are all in good condition. The salt cooled exhaust valves, although having a black appearance on the seatings are not pitted. These valves ran the last R.C. Type Test of August 1932, and four of them had picked up badly on the seating, but the effect was not repeated. After 94 1/2 hrs. of the present run one of the exhaust valves in A6 cylinder failed, breaking across the head. The valve was replaced. Up to the time of breakage the valve had run about 190 hrs. Spring drive torsion shaft. The splines had worn about .060" - .070" where they engage with those in the crankshaft. This effect has been experienced before when using a Nitru alloy shaft. Service engines show excessive wear here, but of a different type. With the standard crankshaft, the splines on both the torsion shaft and crank fret badly; but with a Nitro alloy shaft the splines on the torsion shaft are worn evenly away, whilst those in the crankshaft are hardly affected. | ||