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).
The adjustment of the magneto contact breaker for 40/50 HP cars.
| Identifier | WestWitteringFiles\M\2October1924-December1924\ Scan104 | |
| Date | 25th October 1924 | |
| B.R. 498A (50H) (D.A. 662 20-3-24) J.H.D. EXPERIMENTAL REPORT. Expl. No. REF: Hs{Lord Ernest Hives - Chair}2/LG25.10.24. To R.{Sir Henry Royce} from Hs.{Lord Ernest Hives - Chair} c. to C.J. B.J. c. to E.{Mr Elliott - Chief Engineer} BA. c. to HY.{Tom Haldenby - Plant Engineer} Woy.✓ c. to FN. EP.{G. Eric Platford - Chief Quality Engineer} 40/50 HP. MAGNETO ADJUSTMENTS. X 4/slc We do not consider that adjustment of the contact breaker on the magneto should be looked upon as a running adjustment. We have recently run 50,000 miles in France without a single instance of the magneto contact breaker requiring adjustment. On the 40/50 HP. cars which are not fitted with four-wheel brakes, we consider it is impracticable to properly adjust and lock the contact breaker points when the magneto is fitted to the engine. This especially applies to the EBG sleeve type magneto (which has been standardised for some time) because on these magnetos the rocking sleeve carrying the cams is not detachable - this causes the contact breaker to be less accessible than on pre-war magnetos. If the contact breaker needs adjusting it is practically certain that the points will also need trimming and squaring up. This can only be done off the engine. From all points of view, we consider we ought to discourage adjustments being made to the magneto contact breaker with the magneto fitted to the engine. In the past, when timing the magnetos, we have recommended watching for the commencement of the break on the contact breaker. With the MAC.{Mr Macintosh}lll. cars it is very difficult to see when the break occurs. Arrangements have been | ||