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).
Construction and condition of various engine components including bearings, drives, and lubrication systems.
| Identifier | ExFiles\Box 21\6\ Scan085 | |
| Date | 27th October 1933 | |
| -2- Hn{F. C. Honeyman - Retail orders}/14d.5/KT.27.10.33. At the back of the rear main bearing, there is a sheet metal oil catcher, this is fitted with a large bore pipe which carries any oil collected here back into the sump again. The bottom end of this pipe is fitted with a flap type non return valve. The attached photographs show the construction of the bottom half and its false bottom. The rear main bearing cap was removed; whitemetal bronze backed bearings are used and there were no oil grooves. The bearing was in excellent condition; there are no oil holes in the journal. One of the big end caps was removed, whitemetal bronze backed bearings are used and have a large annular groove in the centre which connects up to the oil dipper. This bearing was also in extremely good condition. It was not possible to remove the piston and connecting rod without dropping the crankshaft out. The big end is too large to pass through the cylinder bore. The method of lubrication provided for the cam-shaft bearings cannot be seen without entirely dismantling the engine. Crankcase breathing is provided for by a large diameter pipe which connects to the highest point of the crankcase, and is taken to a point well below the engine side tray. (b) Accessory Drives. There are only two timing gears, a steel crank pinion attached to the crankshaft by a taper and key, and a Textolite cam wheel bolted on to a flange on the front end of the camshaft. The front end of the camshaft is bored out for about 2" in which is fitted a steel plunger with a fairly strong spring behind it. The front end of the plunger is spherical and presses against a metal pad which is rivetted on to the inside of the sheet metal timing case. Its object is rather obscure; it does not look after the end thrust of the helical gears because the thrust is in the other direction. The battery ignition unit incorporating a governor is bolted to the O/S. of the engine and driven by skew gears by the camshaft. The oil pump is driven in a similar manner. | ||