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).
Proposed modifications to the Peregrine car's gearbox, brakes, carburetter, and crankshaft.
| Identifier | ExFiles\Box 1\8\ B001_X100 Engine Chassis-page044 | |
| Date | 13th July 1932 | |
| E.{Mr Elliott - Chief Engineer} } FROM R.{Sir Henry Royce} HS.{Lord Ernest Hives - Chair} } X4027 R4/M13.7.32. C. to SG.{Arthur F. Sidgreaves - MD} WOR.{Arthur Wormald - General Works Manager} RG.{Mr Rowledge} C. to BY.{R.W. Bailey - Chief Engineer} HDY.{William Hardy} PEREGRINE. ------- In the opinion of WOR.{Arthur Wormald - General Works Manager} and perhaps others who have seen the parts of this car the gearbox does not look as if it will stand the test of time, so that before going into production we should change it to the Bensport type which is more robust. Another point we shall have to modify before going into production is the rear brakes, to a single pair of shoes. This ought not to take long. As regards the carburetter we should scale down that which we intend to use for J.3. It will be necessary to do this to be consistent throughout the RR. productions. E.{Mr Elliott - Chief Engineer} has suggested that if we abandon the mixture control and needle valve we can make a quite passably simple job, but we should keep the control to the low speed jet so as to give easy starting. I suggest we try this although it is departing from our universal practice of 20 yrs. standing of giving the driver a control of mixture strength for the main jet also. A.{Mr Adams} and I had another talk about the crankshaft: the following points have arisen. (1) The Powerplus blower should be kept under 5000 revs. by advice from the Powerplus Co. and one realises that parts are not always in balance. (2) We do not want to alter the Peregrine engine for fear of delay, and we wish to keep crankshafts, main bearings, con. rods, interchangeable. (3) Our best compromise is to use Peregrine shaft as at present fitted, but with the large journal bearings already instructed (if not fitted) and strengthened webs. (4) To change the balance weight sch. from what we call Chrysler to my sch. of 8 weights, perhaps at slightly reduced radius - i.e. the ones this scheme only helps slightly. I pointed out that this sch. takes equally good care of the ends of the shafs (and middle) as the heavier Chrysler sch. It is the ends which disturb the flywheel and damper wheel. (5) Under these modifications we return to the usual 4.125 or 4" stroke as we wish. A seems needed to get the | ||