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).
Conference minutes detailing modifications and adjustments for the Peregrine car model.
| Identifier | ExFiles\Box 178\3\ img290 | |
| Date | 22th July 1932 | |
| SG.{Arthur F. Sidgreaves - MD} FROM R.{Sir Henry Royce} C. to Wor.{Arthur Wormald - General Works Manager} [strikethrough]HS.{Lord Ernest Hives - Chair} BY.{R.W. Bailey - Chief Engineer} DA.{Bernard Day - Chassis Design} E.{Mr Elliott - Chief Engineer}[/strikethrough] Y4037. CONFERENCE AT WW. THURSDAY JULY 21. re. PEREGRINE. PRESENT: SG.{Arthur F. Sidgreaves - MD} R.{Sir Henry Royce} WOR.{Arthur Wormald - General Works Manager}/[strikethrough]HS.{Lord Ernest Hives - Chair}[/strikethrough] E.{Mr Elliott - Chief Engineer} It was agreed that the Peregrine already shewed itself to be an unique little car in the absence of fuss, performance, and riding qualities. Certain minor imperfections require adjustment. They refer principally to the steering, the controls, and change speed mechanism, all of which require some adjustment in proportion and clearances, which will receive immediate attention, but the bulk of the work for the next 6 cars should be put in hand at once. The principal modifications to the engine will be the balance-weight scheme known as the RR. 6/8 wt. scheme, this being considered by the technical dept. and Works to be the lightest and least costly scheme that will keep the ends of the crankshaft steady, and the end and middle bearings free from overload, and relieve the intermediate bearings of 30% of the load. It is assumed that with the present large journal, the proposed new 4" stroke, and this system of balance-weights carefully carried out, the crankshaft will be right for 5000 RPM., both for this model and Bensport. It was arranged that we should fit the blower at the front end of the engine as the disadvantages of this position are less from a carburation point of view than the advantages in cool induction and silence. We have therefore reversed our decision due to the results of recent testing, and abandoned the side position unless further experience suggests otherwise. In connection with the appearance of the Peregrine it was agreed that our own RR. pattern of shutter was superior to the oval type used on the Bentley, which have been tried on Peregrine. We were assured by E.{Mr Elliott - Chief Engineer} that there was no difficulty in getting a pattern of tubing that corresponded to our present standard design. R.{Sir Henry Royce} | ||