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).
Continued memo from R. to E.H. detailing issues and suggestions for wire insulation, piston leakage, and clutch lubrication.
| Identifier | Morton\M11\ img218 | |
| Date | 1st September 1919 | |
| To E.H. from R.{Sir Henry Royce} -2- R6/G22/9/19 Contd. Care must be taken that some insulation be introduced so that the armouring at the ends of the wires to keep it away from the actual conductors leading into the lamp connections. I suggest a piece of ebonite tubing of some sort or ferrule to replace the armouring near the end. With reference to the leakage of the pistons, it may be that the cylinders are not in perfect condition for the new pistons, that is, the cylinders were neither ground to receive the pistons nor the pistons lapped within the cylinders, otherwise there is no reason for the leaky pistons, except that setting the little ends to twist the pistons would prevent the joints in the rings being sealed by the piston resting against the cylinder walls The noise in the neighbourhood of the gear box was traced to be the dynamo ball bearing. It was reduced slightly by running the belt slacker. X.365Y. Regarding the clutch, this was harsh, and not very easy to get the gears in. It was made perfectly good by reducing the vigour of the clutch brake, making it later and lighter and by lubricating the clutch with about half a syringe full of castor oil. It was then as good as one could wish it to be. How long the oil will last remains to be tested, as I fear the retaining ring or the clutch, is not as oil retaining as it should be. I think it would be safer in the future if we made the lip for retaining the oil on the clutch ring forging, rather than as a separate casting with a joint under extremely high centrifugal oil pressure trying to cause it to leak. R.{Sir Henry Royce} | ||