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).
Progress report on alterations and modifications to an engine and other vehicle components.
| Identifier | ExFiles\Box 69\2\ scan0077 | |
| Date | 5th June 1924 guessed | |
| -2- ENGINE. (Alterations from original) longer rods (finished). Exhaust. (Finished). Two 3s. with ejectors. Lower compression (finished). Will be (Throttle governor. (In progress. Mr. Jenner.) completed (Lower lift cams. (In progress. Mr. Elliott.) at WW. this (Silencer & Cutout. (In progress. Mr. Day.) week. The engine is considered good for smoothness and detonations if the compression is reduced, and both ignitions governed, by simply adopting a Scintilla magneto (type A-M-6A) which seems an excellent and very wisely arranged machine. Over-running vibrations are being reduced by longer rods, lighter pistons, stiffer shaft to gearbox, and fabric coupling. The valve cover is not to be blackened, but left bright, and upon it the valve tappet clearance (.010") is to be clearly marked, so as to considerably reduce the risk of extremely slow opening of the valves at the beginning of the exhaust. CLUTCH. Is now correct, will stop quickly uphill, sufficiently quickly on the level, and will stop if time is given, if nose of car is pointing downwards. STEERING. Slower. Of the 1923 design - oil retaining, etc. SERVO. Gearbox as EAC.3. Small modification to supporting bracket to gate and brake rack. Mr. Everndon will complete this week. GOVERNOR FOR THROTTLE. We need not fit a governor for the throttle but we are arranging that this can be easily done any time if found a distinct advantage. Wheelcase to be modified in anticipation. CHANGING GEAR. I can quite understand that owing to errors in the clutch (1) too heavy, (2) would not stop - gear changing has been difficult, but this has now been cured, so that with the slow moving of the throttle valve with our special hand control, and a considerably lighter and quicker stopping clutch, the changing should now be satisfactory, either by hand or foot control of the throttle. A very short change speed lever is arranged as std. suitable for 'B' and 'C' & 'D' steerings. IGNITION TEST ETC - SEE ORIGINAL. R.{Sir Henry Royce} | ||