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).
Article detailing a V-type engine's cylinder block, power output, and other innovations.
| Identifier | ExFiles\Box 19\3\ Scan149 | |
| Date | 4th January 1930 | |
| Automotive Industries January 4, 1930 3 170 and 185 Hp. at 3200 r.{Sir Henry Royce} p. m.{Mr Moon / Mr Moore} for Each Cylinder Block and manifold are provided. An hydraulic noises, and a vacuum assister for the innovations on the new line. F.{Mr Friese} DENHAM ter of the shaft in a direction at right angles to the vertical forces. In other words, the bushing will rotate about the shaft, raising the rocker arm thereby, until a point is reached where the negative clearance has disappeared and there is again zero clearance. In this explanation of the action of the valve silencer it has been assumed that the rocker arm itself is not in motion, i. e.{Mr Elliott - Chief Engineer}, that the valve is not being opened and closed. As a matter of fact, the lash adjuster is inoperative during opening and closing periods, for the oil holes in the dash-pot piston are so small that the plunger cannot be moved suddenly. Bushings are kept in place endwise by means of thrust washers and coiled springs between adjacent ones. The entire assembly is rendered accessible by removing the cast aluminum valve covers. An important feature contributing to the effectiveness of this mechanism is that it is always supplied with fresh oil. Engine oil is introduced through the valve covers, and lubrication of the rocker arms and oil supply for the dash pots is obtained directly from the oil filter. Combustion chambers are oval in shape, and completely machined. The oval shape produces a low clearance space at two sides of the piston, thereby increasing the cooling effect on that portion of the charge which burns last. Combustion chambers are milled out at the top of the sides for valve clearance. Spark plugs are located at the highest point of the chamber, on the vee side of the engine. The lubrication of the engine extends to the piston. The oil pump is located at the rear main bearing and is driven off the rear of the camshaft. There is a full-length oil strainer in the crankcase, the inlet for the oil pump being provided with transverse baffles to prevent oil surge. The crankcase ventilation system is particularly interesting, in that the inlet air manifold is provided with a thermostatic valve inside the crankcase. This valve permits air to enter the crankcase during the warming-up period, when crankcase dilution generally occurs. After the engine is warm, the valve closes to prevent the forcing out of oil mist. A wire mesh air cleaner is provided at the air intake for the ventilating system. The air enters through a funnel which faces forward and thus catches some of the air blast from the fan. There are two outlets for the ventilating system, one at the top of each cylinder head. A single pump is used to circulate the water. It has two outlets, however, and is of large capacity. One of the outlets leads into the adjacent right-hand block, while the other is connected to a cored passage in the crankcase which carries water over to the left-hand block. There are two outlets to the radiator, of course, one from each block. Thermostatic radiator shutters are furnished. Hose clamps are chrome-plated, and the rubber hose is ribbed longitudinally. Although a considerable portion of the cylinder barrel projects into the crankcase, the water-jacketed portion of the cylinder extends practically to the top of the piston when the latter is at the bottom of its stroke. The lower portion of the barrel is probably cooled to a considerable extent by oil splashing against it. The manner of attachment of the cylinder block to the crankcase is worth noting. On the outer sides, blocks are bolted to the crankcase with conventional short studs and nuts. On the vee sides, however, long Sectional drawing of the cylinder head Transverse section of the Cadillac V-16 engine | ||