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).
13,000-mile engine test run in France, detailing performance and issues with engine unit C.17.
| Identifier | ExFiles\Box 101\2\ scan0041 | |
| Date | 20th July 1936 | |
| X500a Hs{Lord Ernest Hives - Chair}/GWH{George W. Hancock - Head Chateauroux}/IMW{Ivan M. Waller - Head of Chateauroux}/I/JAB. 20.7.36 all Testers To. H.S. from Hs{Lord Ernest Hives - Chair}/GWH{George W. Hancock - Head Chateauroux}/IMW.{Ivan M. Waller - Head of Chateauroux} (H.S. is crossed out) o to. W.O.R. (W.O.R. is crossed out) o to. E.{Mr Elliott - Chief Engineer} (E.{Mr Elliott - Chief Engineer} is crossed out) o to. Dy.{F R Danby} (Dy.{F R Danby} is crossed out) o to. P.A. (P.A. is crossed out) o to. S.W. (S.W. is crossed out) o to. H.{Arthur M. Hanbury - Head Complaints} (H.{Arthur M. Hanbury - Head Complaints} is crossed out) o to. E.H.C. (E.H.C. is crossed out) o to. Hs.{Lord Ernest Hives - Chair} SPECIFICATION OF 22.G.V. To. RHC{R. H. Coverley - Production Engineer}/CP. from 22.4.36 to 23.4.36. Report on 13,000 Miles Running In France. Following 10,000 Miles Test Report In England Hs{Lord Ernest Hives - Chair}/GWH{George W. Hancock - Head Chateauroux}/I/JAB. 15.4.36 ENGINE UNIT C.17. This was a new unit fitted at 9,797 miles, to replace unit C.16. immediately before proceeding to France. Power & acceleration were good & performance was maintained until the running was terminated by sticking exhaust valves at 22,804 miles. After fitting a new carburetter, periodic signs of leanness of the mixture on acceleration were experienced, the cause of which has not yet been traced. Esso petrol was used but the quality was found to be inconsistent & varying degrees of detonation were experienced. When a modified ignition governor was fitted, detonation was reduced so as to be inaudible in the car. With this governor fitted, the hand ignition control could be left in full advance position, & nothing was gained by retarding it at any time. The timing was set 14° early. The engine was smooth with no noticeable crankshaft periods at any speed. Slow running was good at 8 MPH. but idling was not steady and was not consistent. The water pump gland required re-packing after running 10,000 miles. The shaft was in good condition but the wooden thrust peg was worn right down and had to be replaced. The blades of the impeller were found to be bent, and there was nothing present to indicate the cause. The engine gears have a dry rub at low speeds and a thrash period between 20-30 MPH. which have been present throughout the mileage. The noise was suppressed by the dash-board insulation but could be heard outside the car or from the front seats with the windows wide open. Valve bounce occurred at 56 & 77 M.P.H. on 3rd and top gears until Bentley valve springs EB.175 were fitted. There was then no valve bounce throughout the range. The tappets were quiet and the noise of the engine gears did not noticeably increase with the fitting of the new valve springs. Handwritten Note: Swdl.{Len H. Swindell} Let me have sketch showing latest T.T. ex.valve & guide comp. with std. 20/25, also report on work done on valve temps. | ||