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).
Report addressing points arising from a 6,000-mile test of the 24-EX vehicle.
| Identifier | WestWitteringFiles\U\2January1930-September1930\ Scan239 | |
| Date | 15th August 1930 | |
| HS.{Lord Ernest Hives - Chair} ) FROM E.{Mr Elliott - Chief Engineer} BY.{R.W. Bailey - Chief Engineer} ) C. to SG.{Arthur F. Sidgreaves - MD} WOR.{Arthur Wormald - General Works Manager} EP.{G. Eric Platford - Chief Quality Engineer} C. to HS.{Lord Ernest Hives - Chair} for GWH.{George W. Hancock - Head Chateauroux} RECEIVED 18 AUG 1930 ORIGINAL E2/M15.8.30. X7941d X7772. L.H. P. 2. - POINTS ARISING OUT OF REPORT ON 24-EX. AFTER 6,000 MILES. These are dealt with in the order given in the report. SUMP DRAIN PLUG. LeC. 2788. R.{Sir Henry Royce} is of the opinion that the sump drain plug (which is called for in steel, not aluminium as in the report,) would be satisfactory screwed direct into the oil sump without a bronze liner. This would eliminate the trouble of the liner being slack. The existing oil sump casting should be tapped for the plug size and the plug should have a coarse thread and piece of plain dia. on the nose to avoid cross threading when engaging. The oil sump should retain its present scantlings so as to stiffen the boss and retain the possibility of using a liner if ever required. VALVES & FITTINGS LOP. E.78569. TAPPETS 2% NICKEL CASE HARDENING STEEL. See memo. R1/M13830. which calls for a modification to the shape of the exhaust valve to be tested. A design will be sent from WW. Regarding the question of the camshaft squawk there is no simple positive remedy in sight. This does not appear to be a major complaint but it will nevertheless receive continuous attention. We believe that a considerable increase in lubrication on the rubbing surfaces would eliminate the noise, and in any new design of engine we should probably enclose the camshaft and tappets in a complete oil bath. This cannot however be done on P. 2. owing to lack of clearance with the con. rod banjo. It is therefore proposed to feed the camshaft with oil and arrange suitable holes to conduct oil on to the tappets, especially Nos. 10. and 12. which are the source of most of the trouble owing to lifting together and being at the far end of the shaft. For further particulars see separate note. RADIATOR WITH SHALLOW TOP TANK AND DOUBLE ACTING THERMOSTATICALLY OPERATED SHUTTERS. Regarding the spilling of water see memo. from R.{Sir Henry Royce} to follow. A design for a modified discharge nozzle incorporating a simple form of steam separator will be sent from WW. (1) | ||