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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).
Issues with Neoprene diaphragms and development notes on A.C. mechanical pumps.

Identifier  ExFiles\Box 121\1\  scan0298
Date  24th June 1940 guessed
  
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deposit. When the unit is submerged, the water can also get in through the drain hole in the solenoid housing; this drain could be eliminated if the end cap were properly sealed with a washer.

2. Owing to the impossibility of obtaining the original G.M. diaphragms from Germany, the Neoprene type was developed; Benzole mixture caused the Neoprene to swell, trapping the brass rollers and causing sticking and failure, in some cases after only 1,000 miles. To get over this, the size of the inner roller race has been increased by means of a red fibre washer between the diaphragm and the armature; the outer race has been increased on the solenoid housing itself or with a 0.020" thick annular ring on existing housings. It seems, however, that this is not enough, and so a further 0.020" is suggested. Endurance tests should be made, using Neoprene diaphragms on frequently changed Benzole mixture.

It should, perhaps, be mentioned that petrol gum dissolves Neoprene.

A.C. MECHANICAL PUMPS.

The R.60 and B.60 units have been designed to take this type of pump, but in the B.60 case, the pump fouled the steering on the pendulum lever; so, as the under-bonnet temperatures of cars fitted with B.60's were expected to be higher than those with R.60's, it was decided to get the latter working first.

3.B.60 and 9.D.V. have got these pumps on, but they are not in use, as the pumps gave trouble with flooding of the carburettor - the delivery pressure being higher than that produced by the H.F. S.U. Pump. Development stopped here in September 1939.

Continued.
  
  


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