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).
Engine design considerations for the 'After-The-War Chassis'.
| Identifier | ExFiles\Box 74\2\ scan0237 | |
| Date | 3rd October 1916 | |
| X.3439. R.R. 255 a (100 T) (S.F 846 6-8-19) G.{Mr Griffiths - Chief Accountant / Mr Gnapp} 2460 To Hy.{Tom Haldenby - Plant Engineer} from R.{Sir Henry Royce} c. to Nae c. to By.{R.W. Bailey - Chief Engineer} c. to Hs.{Lord Ernest Hives - Chair} c. to Wor.{Arthur Wormald - General Works Manager} c. to EP.{G. Eric Platford - Chief Quality Engineer} c. to J.{Mr Johnson W.M.} By/P. X.2565 Re - After-The-War Chassis. X.682. R6/W31016. 7 X.3432/9. 3/10/16. With reference to your memo of the 29th ulto. re balance weights being left off the first 300 chassis, if aluminium pistons are adopted - Yes, this is quite in order. Other special points about the engine are:- (1) Assuming the above, the front flywheel is to be lightened as much as possible, (even more than in 49-GB.) using an engine which has been run in very freely in main bearing and crank pins bearing quit e free and slack. (2) Valves. Must be light enough and springs stiff enough to permit of 3000 revs. without leaving the cams. [strikethrough] To lighten the valves, is preferable, to excessibely stron springs, such valves must be interchangeable with present standard. [/strikethrough] (3) Piston Owing to distortion troubles we prefer the Zephyr type, and have sent designs, which, with this type, we do not cut away much surface. I have suggested that we might find it preferable in the case of the car, to have some surface below the scraper ring, with the view of obtain we ing less liability of pistons knocks - This could be tested, as have not found it necessary to have ultra scraping on car engines | ||