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).
Observations and resolutions for issues with engine tappets, clutch jaggers, sticking throttles, and water pump failures.
| Identifier | ExFiles\Box 47\1\ Scan429 | |
| Date | 25th November 1927 guessed | |
| - 7 - OBSERVATIONS. As you will observe we have overcome the above complaints by chiefly attending to rollers & pins, noise due in most cases caused by wear of pins. We have in some cases had to fit new tappets before we could overcome a light knock emanating from tappet, local conditions probably not suiting a particular tappet. We have had very little trouble from faulty push rods. At any time when we dismantle a cylinder head & grind in valves, we pay very particular attention to the seating of valves (same all being tested with Prussian Blue for correct bed). We had one case where a particular valve was noisy due to incorrect location caused by the valve seating not being concentric with the valve guide bore, same made O.K. by recutting valve seats using a specially good fitting pilot to valve seat cutter. With regard to noisy valves we have had practically no trouble in this respect. As mentioned above the tappet noises, approx. 80% are overcome by fitting new rollers & pins. We think that some errors have been made with regard to the machining limits of tappet guides as some are found to vary. We find in some cases wear has taken place quickly in the pins, suggest in first very careful attention be given to limits between rollers & pins. ~~heavy~~ but-- CLUTCH JAGGERS. We have had no serious complaints & have always overcome the above without dismantling of clutch. We have been injecting a small quantity of paraffin & oil into clutch. STICKING THROTTLES. Ten complaints temporally cured by easing the leading edges & hard spots of the throttle valve together with removing the carbon deposit in the vicinity of the valve. We think this trouble will manifest itself when carbon deposit forms again. We think the above is a question of design. WATER PUMP FAILURES. 3. 1.-.112-SC. The white metal in the distance piece & bush for pump gland had run & filled up the lubricating holes in the E.70359 gland distance piece. Pump failure caused by insuf-ficient lubrication to pump spindle owing to gland being too good a fit & allowing no lubricant to pass. Fitted new pump complete with new type gland packings. Car now O.K. 2.-.22-RC. {R. Childs} Rewhite metalled the distance piece & bush for pump gland & modified the gland packing. Car now O.K. 3.-.100-TC. Pump failure due to the same cause as chassis 112-SC. Case being identical. New pump fitted, complete with modified gland packing. Car now O.K. Original pump repaired & entered into Stores 100 % good. | ||