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).
The condition and performance of various engine components after testing.
| Identifier | WestWitteringFiles\M\2April1925-June1925\ Scan115 | |
| Date | 8th June 1925 | |
| R.R. 493a (50m) (D.B. 175 25-9-24) J.H.D. EXPERIMENTAL REPORT. -2- Expl. No. REF: GWML/Cm8.6.25. has slightly deteriorated, otherwise the drive is in a good condition. Since dismantling and cleaning the magneto, it has been rather noisy. We understand that a better designed magneto is now being made. Water Pump white metal packing washer E.70631 - this is still satisfactory. Housing of water pump appears to be O.K. Battery ignition - the points have now run 8,407 miles, since cleaning the condenser connections, and making all connections O.K. The point on the finger has now developed to a cone shape, the screw point now being concave. The points do not shew signs of burning and are clean. We have experienced no signs of misfiring due to these conditions. We consider the results [illegible] as to the condition of the points very much improved to the first set of points originally fitted. The improvement is due to the condenser connections being made a good job. Cover E.73134 for oil filter (oil relay system) is still quite O.K. Filter taken out for examination, and was found fairly dirty. This is chiefly in the form of carbon deposit. We have cleaned this and refitted it. Piston of oil relay unit taken down and examined. The leather washer is still in a very good condition. This has now run 15,692 miles. There has been a slight leak of oil from the top two joints of the oil relay unit - these have been dismantled and new paper washers fitted. Oil relief valve unit - we should like to draw your attention to the position of this unit. We consider that this is in a very inaccessible position for attention on the road. In the first instance there is no guard protecting it, consequently it is encased with sludge, which, owing to the design of the unit, it is very difficult to clean away the dirt thoroughly before dismantling. To get to the main [illegible] oil valve it is advisable to dismantle the whole unit from engine case. If one is not very careful, the grit that could not be thoroughly got rid of, is liable to enter the crankcase. On the other hand, if one does not dismantle the unit from the crankcase, there are two joints to be broken on the unit to get the main valve out, and it is impossible when the top cover and the second portion containing the two low pressure valves, to see the condition inside the low portion of the unit, which contains the main oil pressure valve. Dirt can very easily drop into this, and not be seen. Our experience with this unit has been considerable, and we have had great difficulty in remaking good joints and keeping them free from dirt. Filter in bottom half taken out and examined. This was in a fairly clean condition. There were very small amounts of whitemetal deposit found at the bottom of the filter. Tappets have kept quiet - we have not noticed any variation in the setting of these since the first setting. Exhaust boxes - the rear exhaust box has cracked half way round the pipe where Nos.5 and 6 exhausts enter the box nearest front of the engine. contd :- | ||