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).
Summary of points made by a person named Taub concerning truck engine modifications, wear, oil systems, and transmission issues.
| Identifier | ExFiles\Box 127\4\ scan0158 | |
| Date | 27th July 1939 | |
| -3- Rm{William Robotham - Chief Engineer}1/R.27.7.39. The following points were mentioned by Taub:- On their truck engine they take the car engine and put a small cheap carburetter on it to restrict the top power. Under these conditions the engine peaks @ 3,400 r.p.m. They run their endurance at 4,000 r.p.m. with an oil temperature of 200°F.{Mr Friese} Under these conditions they get a satisfactory run for 70 hours. They do not fit a crankshaft damper on the truck engine. Taub states that the two best engines for cylinder bore wear in the States have con. rods which dip into troughs. He attributes this state of affairs to the fact that the oil gets on the bores immediately the engine starts up. After this, the troughs are emptied, and, therefore, do not interfere with the consumption. They have to put such large holes in the connecting rods to get oil on the holes in under 10 secs. with S.A.E. oil at freezing point, that it affects consumption when the rings start to lose their efficiency. Taub made a surprising statement that they cured rattles on the transmission in the truck when they fitted a harmonic damper to the crankshaft. Their normal production of Bedford trucks is 100 per day. Taub says they would double their export business if their engine durability was as good as the Cheverolet. They have had some trouble with Hi-Press oil causing the ball bearings to lose their pre-load. They prefer Hi-Press Tex oil. They are using this transmission oil up to 90°C, which may be the cause of the trouble, but should not be as we run up to over 100°C. Rm.{William Robotham - Chief Engineer} | ||