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).
From 'R' discussing design improvements for engine project LeC.3115, focusing on valves, passages, and supercharger components.
| Identifier | ExFiles\Box 1\8\ B001_X100 Engine Chassis-page027 | |
| Date | 1st June 1932 | |
| X4027. E.{Mr Elliott - Chief Engineer} FROM R.{Sir Henry Royce} R2/M1.6.32. C. to SG.{Arthur F. Sidgreaves - MD} WOR.{Arthur Wormald - General Works Manager} X.4027. C. to HS.{Lord Ernest Hives - Chair} BY.{R.W. Bailey - Chief Engineer} X.4550. LeC.3115. should go ahead with all speed. I think it is far the best of anything we have in mind. To my mind the worst feature which must exist in all the arrangements is that the two valves are very close together, and I think we shall have to sacrifice the diameters slightly. I had the impression that the exhaust valve stems were larger than the inlet valve stems, but on the original Peregrine drawing they appear to be the same. If we reduce the inlet valve stem and its accessories we might possibly reduce its external diameter without quite so much loss. I should give the extra clearance in the rest of the passages, especially the bends in the neighbourhood of the guides which we introduced on seeing the J.3. first casting. I also think the pipe from the supercharger may need to be slightly larger than shewn, as one assumes the feed will be at the end of the pipe, and as the valves overlap the pipe has to feed more than one valve. We understand from EV.{Ivan Evernden - coachwork} that once at least the chassis had to be lengthened because the Powerplus blower was longer and bigger than the Roots. I understand however that you have the matter in hand with the Powerplus people with the hope that they can reduce the length. R.{Sir Henry Royce} | ||