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).
Chrysler's engine, transmission, brake, and valve seat technology.
| Identifier | ExFiles\Box 173\1\ img348 | |
| Date | 19th February 1934 guessed | |
| -2- ENGINES They now build only sixes and eights. The six is a four bearing, 60% of the crank only balanced; half speed period 2800. Journals 2.5" diameter, pins 2.062 dia. Two center bearings 1.25 long. Pin length 1.242 The eight has five bearings, four per rev. period 3200 R.P.M. No difficulty in dealing with this with a rubber damper. A rubber damper also deals with the six half speed. They say that these rubber dampers do not depend on hysterises as there is little or none in the rubber, but on tuning (this seems scarcely credible). They tune them to 60% of the crank to get the best results. They are so emphatic about their efficiency that I have sent two back to you to try. They look absolutely fool proof. They should be about right but you can tune them by adding to or taking from the inertia. They are using Cleveland strip lead bronze bearings throughout. TRANSMISSIONS They are using an over-speed gear this year which is a planetary scheme that automatically functions at 40 M.P.H. I will let you have drawings if I can get them. They are talking about worm axles to get the propellor shaft down. I presume they will succeed in making them work in spite of what we know of Stutzes, etc. BRAKES They are operating the wrapping shoe with a larger cylinder than the non-wrapping to make both do equal work. They are still 100% for the hydraulic brake. VALVESEATS Using High Crome steel inserts "Frozen" in, which never give trouble. [Handwritten] The interesting thing about Chryslers is that they have experience of both "Knee Action" and "Altered weight Distributor with normal springs" as a means of obtaining a good ride and they believe so far that they get the better job with the "Airflow" type. Obviously the reason why the former is used is because it improves the ride without tearing the conventional car up by the roots. | ||