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).
Visit to Coventry Climax Engines Ltd. to gather information on an O.H.I. type engine.
| Identifier | ExFiles\Box 134\2\ scan0163 | |
| Date | 16th October 1937 | |
| To By.{R.W. Bailey - Chief Engineer} from Rm{William Robotham - Chief Engineer}/Ed.{J. L. Edwards} c. Hs.{Lord Ernest Hives - Chair} c. Da.{Bernard Day - Chassis Design} c. Da{Bernard Day - Chassis Design}/Hnr. Rm{William Robotham - Chief Engineer}/Ed.{J. L. Edwards}1/MR.16.10.37. VISIT TO COVENTRY CLIMAX ENGINES LTD. A visit was paid to the above firm by the writer on the 12th. instant, with the object of collecting information with regard to the O.H.I. type of engine. Officials interviewed were Mr.Lee, director, Mr.Woodisse, chief designer, and Mr. Bertelli who is there for the purpose of assisting with a high performance 3-litre O.H.C engine the firm propose marketing. Some details of the cylinder head for this engine were obtained, and it will be gone into later. The main points affecting the High Power Head will be dealt with first, and then other points of interest will be discussed. (1) Cylinder Distortion and Ring Gumming. No trouble has been experienced on this, with Coventry Climax engine, due doubtless, to the fact that water injection between the exhaust valves is used. We are carrying out this type of cooling on the Phoenix O.H.I design, but using a water rail running the full length of the block. (2) Exhaust Ports. Siamised exhaust ports were rather decried, in that they tended to give too much heat to the cooling water, introducing radiator troubles. We do not consider much stress need be placed on this, however, as the ports in use at present are very nearly as short as practicable, and even assuming a six port system, the heat loss would probably be the same, as with the siamised ports. Cont'd.{John DeLooze - Company Secretary} | ||