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).
Technical memo proposing a reduction in the camshaft end clearance for the Phantom II and other chassis.
| Identifier | ExFiles\Box 13\2\ 02-page173 | |
| Date | 18th December 1933 | |
| BY/CS. Sft.{Mr Swift} Mmr. C.P. C. Hs.{Lord Ernest Hives - Chair} C. Hc. C. IP. C. WGT. c. DL/AW. X709 BY.4/G.18.12.33. END CLEARANCE OF CAMSHAFTS PHANTOM II. and OTHER CHASSIS. The reason why in the past we have specified a clearance of .008 to .010 is that the camshaft wheel is secured on a taper and at any time when it is dismantled, replacing the wheel has often meant that the wheel is pulled further home than the position it originally held - this large clearance has been with us ever since we have built cars solely on this basis. In reducing the clearance I would suggest that we should work to a minimum end clearance of .004 with a maximum of .005, and that it is necessary to warn everybody handling the chassis that dismantling of the part will demand re-checking and setting of the washers for the camshaft end clearance, and special washers must be provided for this purpose. It will also be desirable to have two holes in the end of the camshaft so as to reduce the amount by which it is necessary to turn the nut from one looking space to the next. The following out of this particular instruction is a very important matter as this bearing has always been a critical issue, since if it does seize up it means practically dismantling the engine to get at it. I think it is desirable that the question of clearance here should be made the subject of a Depot Sheet, as obviously something will have to be said to our various Depots and clear instructions given in regard to maintaining the minimum clearance specified. BY.{R.W. Bailey - Chief Engineer} | ||