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).
Summary of 'Peregrine' engine power curve tests, camshaft configurations, and a report on a crankshaft failure.
| Identifier | ExFiles\Box 1\8\ B001_X100 Engine Chassis-page190 | |
| Date | 29th June 1932 | |
| 'PEREGRINE' POWER CURVES. Rm.{William Robotham - Chief Engineer}Pr.5 - Shews the best curves obtained altering the tappet clearance with the original shaft and a shaft having the same cam forms but 105.5° between the cams. Rm.{William Robotham - Chief Engineer}Pr.6 - Shews two timings with the 105.5° shaft, the earlier timing giving the best all round results. Rm.{William Robotham - Chief Engineer}Pr.7 - Indicates the way the low speed M.E.P. can be picked up by increasing the tappet clearance with the 105.5° shaft. Rm.{William Robotham - Chief Engineer}Pr.8 - Is similar to Rm.{William Robotham - Chief Engineer}Pr.6 but the tappet clearances have been altered to pick up the low speed M.E.P. Rm.{William Robotham - Chief Engineer}Pr.9 - Shews the advantage of increasing the plug reach from .680 to .950. Rm.{William Robotham - Chief Engineer}Pr.10 - A comparison of J.1 and Peregrine under as nearly as possible, exactly the same conditions except for camshafts. After running at 5200 R.P.M. for a few moments to ascertain if the valves left their seat at this speed the crankshaft broke in No.5 Pin. Photographs of the failure will follow but it appears to be torsional due to running too close to the critical speed (5400 R.P.M.). | ||