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).
Providing technical remarks on preliminary design investigations for the Phoenix Engine Unit.
| Identifier | ExFiles\Box 111\2\ scan0224 | |
| Date | 20th August 1937 | |
| [Handwritten crossed out text: To B.M.] [Handwritten crossed out text: From Dr.] c. to Rm.{William Robotham - Chief Engineer} [Handwritten top right]: 1044 8/0 BY/Jnr.{Charles L. Jenner}1/G.20.8.37. [Handwritten note]: Items not mentioned are those where I think we can work in your recommendations. JNR{Charles L. Jenner} PHOENIX ENGINE UNIT. Re: Rm.{William Robotham - Chief Engineer}1/AP.18.8.37. Preliminary design investigations shew that when keeping in mind saving of cost and weight, the engine layout takes form on certain lines. My remarks on each item :- (2). If we use loose liners and cut everything down to a minimum there would be a saving of .75 on the engine length, the length of the Chevolet and Vauxhall is same as Bentley, the Vauxhall has smaller bore. [Handwritten note in left margin next to (2)]: Not worth it (3). Having the horizontal joint on the crankshaft centre line saves 10 lbs. in weight as against 2 1/2" below, it involves making a sump joint which has to fit tightly around two circular bearing caps. I feel we might have trouble with this construction and suggest that the Works should see the Vauxhall and voice their opinion. [Handwritten note in left margin next to (3)]: Put up to R.H.C Another doubtful point is the attachment of the gear box to the top half of the crankcase only, via the clutch casing. [Handwritten note in left margin next to this paragraph]: Could be (4). Feel that the crankshaft is the heart of the engine, America would have 7 bearings if they could afford, there is no saving in length with a 4 bearing shaft. We might review the boring for the pins and journal and use cross drillings OR tubes (we failed before on Ph.ll). Oil flinger compartment might have a submerged return pipe which prevents back pressure. (6). The layout of the oil pump which is a cross drive at the centre of the engine dictates a high position, now will this prime satisfactorily, could we make an experiment ? (8). An outside slipper damper is good, but when combined with a crankshaft pinion spring drive becomes cumbersome. Can we delete the latter. Terraplane and Studebaker have none with timing gears. | ||