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).
Technical summary of the Griffon engine, its features, specifications, and performance test results.
| Identifier | ExFiles\Box 179b\2\ img044 | |
| Date | 28th October 1932 | |
| R.{Sir Henry Royce} from Ha/Yag. C. BS.{A J. Barnes - Assistant Manager} Wor.{Arthur Wormald - General Works Manager} c. Rg.{Mr Rowledge} R.{Sir Henry Royce} c. Hy.{Tom Haldenby - Plant Engineer} Lr.{Mr Ellor} c. Lp.{Mr Lappin} ORIGINAL Ha/Yag.10/KT.28.10.32. X4676 The Griffon Engine. Knowledge gained from the Schneider Trophy engines has been used to produce an engine which is a development of the Buzzard. This engine - the Griffon - has been designed to give 1000 BHP. at 2130 R.P.M. in its moderately supercharged form and 1000 BHP at 2500 R.P.M. at 10,000 ft. when fitted with a full blower. The most important of the new features are - Balanced crankshaft in V.C.M. steel. 'S' Type Connecting Rods. i.e. Main & Artic. R.R. lead bronze bearings - Main & Big End. Double helical reduction gear. - Ratio .4597/1. 'R' Type Supercharger - double backed rotor - with a gear ratio of 6.42/1 for the M.S. 'G' type camshafts - K.38035. Water pump to LOP.R.39273 carrying the hotwell pump to LOP.R.39274 - This pump has been generally cleaned up whilst the hotwell pump has been blended into the general design and takes up much less room than the old type. The hotwell delivery is carried straight into the circulating pump inlet thereby enabling a single external connection only to be used. Gun gear taken from B. side camshaft drive. Modified crankcase and wheelcase embodying integral generator and compressor drives. The specification for the engine - G.III MS I included 6/1 C.R. pistons and Nitralloy liners but these were not fitted when initially built. Due to this departure from specification the engine was not put up for an official A.M. acceptance test, but certain preliminary tests were carried out in order to determine the performance of the engine. RESULTS. Curve I 'G' gives the full throttle power of the engine and shows that 1000 BHP. is available at 2130 RPM. No detonation was observed during the test which was run on standard fuel. i.e. D.T.D.134. Curve II G.{Mr Griffiths - Chief Accountant / Mr Gnapp} shows consumption loops at the projected alternative normal speeds. At both speeds max. power is obt'nd at approx. .55 pts/BHP/hr. whilst the M.W. consumption in both cases is .517. | ||