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).
Responding to technical queries on the Bensport J.1 model, covering engine mounting, fuel system, and body modifications.
| Identifier | ExFiles\Box 3\4\ 04-page113 | |
| Date | 27th October 1932 | |
| X4553 To Ba/HV. from E.{Mr Elliott - Chief Engineer} E.2/HP.27.10.32. C. Hs.{Lord Ernest Hives - Chair} Hy.{Tom Haldenby - Plant Engineer} Da.{Bernard Day - Chassis Design} re Bensport J.1. In reply to your memo Da{Bernard Day - Chassis Design}/EV.{Ivan Evernden - coachwork}2/M24.10.32, please note the following remarks concerning the items you raise: (1) We are not certain at the moment where we propose to take the torque of the engine. In principle it is better to take this up at the front end, but to adhere to the J.1. and its mounting, as closely as possible to avoid introducing new features in the installation then we should take the torque at the rear. In the latter case we have a design which we did at one time for Peregrine, in which the foot carrying the rubbers is combined with the dashboard stiffener, and side wheel carrier. We will let you know as soon as the position becomes more clarified with regard to this point. (2) A petrol pump will be used on the engine. This is rendered necessary by the high position of the S.U. carburetters. (3) We have moved the position of the rear face of the crankcase more forward, as shown on our LeC. 3256, posted yesterday to Da.{Bernard Day - Chassis Design} (5) The forward carburetter air intake fouls the bonnet with the hand made induction pipes at present fitted to 19-G-4. In the design for a cast aluminium induction pipe and modified air intakes we are hoping to avoid this foul which would demand a pocket in the side of the bonnet, and which we would agree is best avoided. (6) It is very likely possible to have a J.3. or Peregrine type of exhaust pipe, but to some extent undesirable, as this type of manifold is rather less efficient than the one we normally use for J.1. (7) The expected maximum revs. of the engine are 4000, and we hope to do 90 miles per hour at this speed at Brooklands with the Bensport saloon, and 100 miles per hour with the Bensport open body, or some equipment | ||