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).
Journal page detailing a Stroborama circuit and the features of a new LaSalle V-Eight engine.
| Identifier | ExFiles\Box 53\1\ Scan042 | |
| Date | 5th March 1927 | |
| Automotive Industries March 5, 1927 STROBORAMA flash is not instantaneous the vision is not perfectly clear. In the Seguin Stroborama absolute precision has been obtained by avoiding the method of rupture of a current to produce illumination. A rotary contact, Sy, Fig. 2 constituting the synchronizer, produces the discharge of a low capacity condenser charged to a few hundred volts by a continuous current generator M2G, in the primary of a high frequency transformer, which raises the tension to that necessary for the passage of the current in the rarefied gas tube N. This discharge, by reason of the low capacity of the condenser, very incompletely illuminates the tube and only serves to "prime" the illuminating current. The source of illumination is constituted by a powerful battery of condensers C, which is constantly maintained in a state of charge. Alternating current from electric service lines is raised to the voltage required for illuminating the neon tube by a transformer T, and changed to direct current by means of a rectifying tube S. The illuminating tube N is a rarefied gas tube, a neon tube being used preferably by reason of its great luminous power. This tube is brought into the discharge circuit of a battery of condensers C by the intermediary of the points E adjusted at such a distance that the discharge cannot pass without priming, but this discharge passes and illuminates the tube as soon as priming is effected by the synchronizer. This general arrangement gives almost unlimited power of illumination, for it depends only on the illuminating source, and the illuminating current does not pass through the synchronizer. Further, the illuminating circuit having only little self-induction, the flash is practically instantaneous. As an indication, on a disk turning at a peripheral speed of 328 feet per second it is possible to clearly distinguish two marks 0.040 in. apart. The Stroborama is of 1000 candlepower and the power consumption is 1 1/2 kw. An advantage of neon tubes is that the magnificent red light they produce contrasts with daylight and facilitates observation in well-lit workshops. It has been found advantageous, in certain cases, when observations have to be made at a distance, through field glasses (owing to projections of oil, air current from a propeller, etc.), to use red glasses, which diminish the relative importance of the external light. The instrument is manufactured by the Societe de Recherches Mecaniques et Physiques, 40 rue de l'Echiquier, Paris. Fig. 2. Circuit diagram of the Stroborama The LaSalle, a New $2500 V-Eight (Continued from page 362) joint between the pump housing and bearing cap. Full pressure is supplied to all main and camshaft bearings and also to the connecting rod big end bearings. Valve stems are lubricated by the ventilating system. An AC oil filter is part of the lubrication system. Large gauze screens, which are sweated to the baffle plate inserted between the aluminum crankcase and the pressed-steel bottom pan prevent surging and foaming and clean the oil before it approaches the pump. The normal oil capacity of the pan is 8 qts. While the pump is located at the right side of the engine, the radiator outlet is at the left side and a rather long hose connection is used to facilitate service work and simplify connections. The pump outlet swings down under the generator and connects through a Y at the middle of the right block to the right block and (through a passage cored across the crankcase) to the left block. Temperature control is obtained by the characteristic shutters at the front of the radiator. A thermostat actuated by the heat in the top tank operates these shutters, which are of somewhat different shape from those on the Cadillac. The cooling system has a capacity of 5 gal. A multiple disk clutch connects the engine and gearbox. All six driven and five driving disks are of carbon steel, the latter being faced on both sides with asbestos friction material of 7 3/8 in. diameter. Driving disks are driven from the flywheel through involute teeth while the driven disks contact with six rectangular splines on the forged clutch hub. The gearbox is conventional in every respect. It has center control and gives three forward speeds and reverse. Reduction ratios of the transmission are as follows: First speed—3.12 to 1 Third—Direct Second — 1.7 to 1 Reverse—3.75 to 1 Gears are ground and chamfered so that operating noise is reduced to the minimum. In the design of both the crankcase and the gearbox, considerable study was given to anti-resonant characteristics. The tail shaft carries the speedometer drive gear and back of that unit a universal joint which is inclosed in the spherical housing in which the front end of the torque tube is centered. The gearbox is somewhat more compact than that of the Cadillac. Starter drive is through an overrunning clutch as on the Cadillac, and positive foot control is used. The starting motor is placed alongside the gearbox. The upper half of the bell housing is cast integral with the crankcase, while another aluminum casting completes the lower inclosure. An Exide 100 amp.-hr. storage battery is mounted in a pressed-steel carrier under the driver's seat and adjacent to it, on the left, is the tool box. When fender wells are not utilized for two wire wheel spares, a rim type carrier is located at the rear. Chassis lubrication is by grease gun. | ||