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).
Comparing the crankshaft stiffness of a Stutz car shaft to the 40/50 HP and 20 HP shafts.
| Identifier | WestWitteringFiles\R\2December1927-February1928\ Scan067 | |
| Date | 19th December 1927 | |
| To R: from Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} c. to BJ. Wor.{Arthur Wormald - General Works Manager} c. to RG.{Mr Rowledge} E.{Mr Elliott - Chief Engineer} c. to DA.{Bernard Day - Chassis Design} BY.{R.W. Bailey - Chief Engineer} ORIGINAL Hs{Lord Ernest Hives - Chair}/RmL/LG19.12.27. STUTZ CAR SHAFT. X4336 We have obtained the figures for the Stutz crankshaft stiffness. With all bearings, the shaft has a stiffness of 950 lbs.ft. per degree deflection, or is rather stiffer than we calculated. It is about 20% stiffer than the 40/50 HP. shaft and more than three times as stiff as the 20 HP. shaft, in spite of the fact that it has 8 throws to ~~their~~ our 6. It should be observed that the Stutz shaft, having no damper, has no nose. The deflection in the damper nose of the 40/50 is 16% of that of the total shaft. The deflection in the 20 HP. nose is 11 1/2% that of the total shaft. The deflection in the nose is of course included in the RR. shaft stiffnesses because when a damper is fitted it materially affects the period. Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} | ||