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).
Test report on the Goshawk 11 engine, detailing oil leaks and design recommendations for the cylinder head.
| Identifier | Morton\M1.1\ img035 | |
| Date | 1st August 1921 | |
| 2nd To R.{Sir Henry Royce} from Hs.{Lord Ernest Hives - Chair} c.c. to CJ. c.c. to E.{Mr Elliott - Chief Engineer} c.c. to De. c.c. to EY. c.c. to Wor.{Arthur Wormald - General Works Manager} GII ENGINE, BUILT ORIGINAL Hs{Lord Ernest Hives - Chair}4/LG22. 8. 21. X4219 RE. GOSHAWK 11. ENGINE. We have now received the second engine and gear box unit for test. It is intended that this unit shall go into the first chassis which is now being built. From what we can see, it is the electrical parts which are the farthest behind to prevent us from making a complete car. Before we took Goshawk 1. engine off the bed, we ran it for 5 hours at 3000 R.P.M. full load and 8 hours at 2500 R.P.M. We had no trouble. The engine on the whole is very free from oil leaks but we get oil leaking from the joint round the aluminium cover over the valve mechanism and the cover plates over the tappets. On the cylinder head the depth of the well to collect the oil from the rockers is .175". The castings, of course, vary a good deal and one would imagine that this dimension is likely to get less. Also the tubes which drain the oil away, in some cases, stand proud of the casting. Actually when the engine is running, the oil is right up to the top level of the cylinder head casting. This is with the engine absolutely level. When the car is climbing hills, the level will rise at one end. We recommend that the well to retain the oil in the cylinder head casting should be made deeper. One cannot see that this would be any disadvantage. As regards the oil leaks from the tappet cover, we are contd:- | ||