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).
Viability of sleeve valve engines for use in motor cars, based on a conversation with Mr. Fedden.
| Identifier | ExFiles\Box 133\2\ scan0135 | |
| Date | 1st February 1935 | |
| X1003 To E.{Mr Elliott - Chief Engineer} From Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} c.c. to WoR.{Arthur Wormald - General Works Manager} c.c. to By.{R.W. Bailey - Chief Engineer} c.c. to Rg.{Mr Rowledge} c.c. to Wd.{Mr Wood/Mr Whitehead} Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} S/KW.1.2.35. Sleeve Valve Engines for Car Work. Whilst we were at Bristol we had an opportunity of discussing sleeve valves with Fedden, with a view to seeing whether they would be practicable for a motor car engine. Fedden of course has done six or seven years' development work on the sleeve valve, and from the results he is getting on his aircraft engines he is very enthusiastic about them. However, we put one or two questions to him which would be of secondary importance on an aircraft engine, but might be considered of primary importance on a car :- (1) Increased Starting Torque. We told him that on the sleeve valve engine which was made at Derby it appeared that the starting torque was greatly increased over the poppet valve. He replied by showing us curves taken in the Lucas Cold Chamber on a 5" bore engine where the starting torque of the sleeve valve was only about 10% more than the poppet valve unit. (2) Cylinder Liner Distortion causing Piston Knocks. Fedden is in favour of an aluminium cylinder block with an austenitic steel liner. He says that most of the troubles they have had have been due to making the sleeve too thin and expecting the cylinder to keep it round. If the sleeve is too thin he states that they get bad conductivity locally and the piston is burnt in consequence. If the sleeve is O.K. he says that it will stand a tremendous amount of abuse; in fact, they have run for considerable periods at 180 B.M.E.P. on 87 octane petrol, and just lately have had 200 B.M.E.P. out of their single cylinder unit. | ||