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).
Condition of engine components including the crankcase, bearings, carburettor, and exhaust manifold after testing.
| Identifier | ExFiles\Box 5a\2\ 02-page387 | |
| Date | 30th January 1931 guessed | |
| -6- CRANKCASE & BEARINGS to LOP. E.55342 - LcC 2755/7 - 2607 Standard whitemetal Bearings. The main journal bearings were in a poor condition, when examined with a magnifying glass the metal appeared to have been pulled out, the whole surface being a series of small holes. It would appear that with the higher speed the lubrication had momentary been broken down the metal starting to run, then probably with luffing up the metal had again become solid. The crankcase does not show any weaknesses. TORQUE REACTION DAMPERS to LOP E.53049. USING OIL SOAKED COTTON DUCK FRICTION DISCS. The setting of these dampers giving a friction load of 2 - 5 lbs. we found to give the best results combined with the diamond engine mounting for torque reaction. This load had remained consistent and the dampers were in good condition. OIL SUMP INDICATOR to LOP E.50280 LcC 2756/7. We have had no trouble with the indicator. INLET PIPE to LOP. E.54373. CARBURRETTOR to LOP E.54492. LcC 2728 The C & A Joint Washers were O.K. at the finish of the test. The Inlet Pipe does not show any fracture. The carburetter as previously reported gave trouble with the air valve sticking being too good a fit, no further trouble was experienced after it had been made a freer fit. We have drawn Hy{Tom Haldenby - Plant Engineer}'s attention to the slackness developed in the pin housing situated in the air valve body controlling the diaphram. It had become elongated and allowed approx. .03125" up and down movement of the diaphram. This part requires strengthening up. The float chamber valve seat and needle were in a good condition. We have not had any trouble with the carburetter flooding. STARTER CARBURRETTOR We made an improvement in conjunction with the starter carburetter which made the engine start up readily on all occasions This was done by deleting the stand pipe E.51083 in the induction pipe which allows a larger volume of gas to enter the cylinders. It operated quite satisfactory. This modification is to become standard. EXHAUST MANIFOLD. E.55935. This manifold cracked and completely failed at 9,000 | ||