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).
Technical memo discussing issues and potential solutions for oil temperature, auto-adjustment, clutch, and crankshaft dampers.
| Identifier | ExFiles\Box 102\5\ scan0129 | |
| Date | 11th May 1932 guessed | |
| (2) NOVEL. If difference of temperature is the trouble it has occurred to me that we might put an oil pipe the full length of the head inside, so that the oil would be the same temperature as the hottest water. Then bring this oil to fall upon, and run down, the push rods, which we understand are quite correct for expansion if kept the same temperature as the cylinder jackets. I do not know how difficult it would be to apply auto-adjustment, but we have sent several designs and suggestions to Derby and asked some questions about these which have been produced nothing useful. For instance, we schemed the system of making auto-adjustment a close fit without oil in such way that there would be only slight extra clearance if it failed, or while it was taking up its clearance. Regarding the pattern (like Cadillac) where the adjustment is on the rocker centre, I could not get anyone to explain how these retrace their adjustment. It may be while the rocker is moving it may carry the eccentric bush with it. One always imagines that the re-trace should take place while the cam is on the dwell. Will E.{Mr Elliott - Chief Engineer} try to apply what we have done - i.e. the direct one, and also try an application of the Cadillac scheme. I also understand that the rocker shaft has more flex: than desirable. This is probably a defect in itself, especially at the overhanging ends, but it may be brought about by the high lift, and the very stiff valve springs required. CLUTCH. Clutch jaggers probably are not due at all to rubber coupling, but more likely entirely to the state of the ferodo surface, or the new two step scheme- i.e. the pressure not progressive enough. Rubber parts could be made solid for trial. CRANKSHAFT DAMPER. You will see from my telegram that I am very suspicious that our dampers are not effective: if set up with much friction they fail to slip. When they do slip they exert very little damping friction. We sent from WW. a dry centrifugal one, but it was said not to work. But Chrysler uses a weighted rubber one in a Vee groove which is said to be good. I cannot understand why ours is wrong, if Chrysler is right. | ||