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).
Observations and proposed modifications for Peregrine J. 3 Type damper bodies.
| Identifier | ExFiles\Box 179b\1\ img361 | |
| Date | 27th March 1933 | |
| HS{Lord Ernest Hives - Chair}/RM.{William Robotham - Chief Engineer} ) FROM HDY.{William Hardy} DY.{F R Danby} ) ORIGINAL. HDY{William Hardy}1/M27.3.33 x2?. S. to SG.{Arthur F. Sidgreaves - MD} WOR.{Arthur Wormald - General Works Manager} F.{Mr Friese} DA.{Bernard Day - Chassis Design} DAMPERS - J.{Mr Johnson W.M.} 3. TYPE. We have just received production drawings F100892 & 3. Front, and F100889 & 90. Rear, for the Peregrine damper bodies, and make the following observations; most of which are illustrated on N. sch. 3673. herewith: (1) We presume that there has not yet been time for the modification to the transfer passage which was discussed at WW. to reach the production drawings. We refer to the substitution of a vertical drilling for the horizontal drilling, and cored holes shewn on the above mentioned drawings. (2) With regard to the steel bushes that were suggested for the holding down bolt holes of the rear dampers, we are doubtful of the value of these, and ~~suggest~~ think that the better plan would be simply to increase the amount of metal in the boss, and to dothis the face for the valve head must be moved further from the centre, say, by .100". No alteration is made to the head, and no alteration need be made to the front dampers, as they are less heavily loaded at the bolt bosses. (3) We think that on the rear dampers the bolt bosses should be flush with the rocker bearing boss. ~~at the tail bearing end where squareness of the rocker bearing face with the shaft is unimportant, and so the three can be milled at one operation.~~ This cannot be done for the front dampers owing to the desirability for some clearance between the shaft boss and the frame. (4) Would you kindly let us know on which damper, and on which car, there is most need for the inclination given to the filling spout which otherwise could have been flush with the top cover face with economy of machining. Our drawing shews the top face of the damper raised as it will eventually have to be for N. sch. 3663. (5) Now that the 3 holding down bolts are used for the front dampers there does not appear to be any need for the elongated boss faces for the upper bolts. We think that these would be quite sufficient if made circular of a dia. equal to the present width. (6) If the modification to the internal coring around the holding down bolt bosses has been made for increased strength we think that this is unnecessary as it appears to us that sufficient strength at this place is obtained with the coring as shewn by F100893. (7) We think that the thickness of the barrel should be increased to .200" for the rear damper body, which is presumably common to all cars. HDY.{William Hardy} Hdy{William Hardy} Per 25 HP | ||