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Initially the new engine was plagued with problems such as failure of the accessory gear trains and coolant jackets. Several different construction methods were tried before the basic design of the Merlin was set.[10] Early production Merlins were unreliable: Common problems were cylinder head cracking, coolant leaks, and excessive wear to the camshafts and crankshaft main bearings.[11]

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The existing Rolls-Royce facilities at Osmaston, Derby were not suitable for mass engine production although the floor space had been increased by some 25% between 1935 and 1939; Hives planned to build the first two- or three hundred engines there until engineering teething troubles had been resolved. To fund this expansion, the Air Ministry had provided a total of 1,927,000 by December 1939.[72][nb 12] Having a workforce that consisted mainly of design engineers and highly skilled men, the Derby factory carried out the majority of development work on the Merlin, with flight testing carried out at nearby RAF Hucknall. All the Merlin-engined aircraft taking part in the Battle of Britain had their engines assembled in the Derby factory. Total Merlin production at Derby was 32,377.[74] The original factory closed in March 2008, but the company maintains a presence in Derby.[75]

Catalytic pyrolysis of waste plastics using low cost binder-free pelletized bentonite clay has been investigated to yield pyrolysis oils as drop-in replacements for commercial liquid fuels such as diesel and gasohol 91. Pyrolysis of four waste plastics, polystyrene, polypropylene, low density polyethylene and high density polyethylene, was achieved at a bench scale (1 kg per batch) to produce useful fuel products. Importantly, the addition of binder-free bentonite clay pellets successfully yielded liquid based fuels with increased calorific values and lower viscosity for all plastic wastes. This larger scale pyrolysis study demonstrated that use of a catalyst in powder form can lead to significant pressure drops in the catalyst column, thus slowing the process (more than 1 hour). Importantly, the use of catalyst pellets eliminated the pressure drop and reduced pyrolysis processing time to only 10 minutes for 1 kg of plastic waste. The pyrolysis oil composition from polystyrene consists of 95% aromatic hydrocarbons, while in contrast, those from polypropylene, low density polyethylene and high density polyethylene, were dominated by aliphatic hydrocarbons, as confirmed by GC-MS. FTIR analysis demonstrated that low density polyethylene and high density polyethylene oils had functional groups that were consistent with those of commercial diesel (96% similarity match). In contrast, pyrolysis-oils from polystyrene demonstrated chemical and physical properties similar to those of gasohol 91. In both cases no wax formation was observed when using the bentonite clay pellets as a catalyst in the pyrolysis process, which was attributed to the high acidity of the bentonite catalyst (low SiO2:Al2O3 ratio), thus making it more active in cracking waxes compared to the less acidic heterogeneous catalysts reported in the literature. Pyrolysis-oil from the catalytic treatment of polystyrene resulted in greater engine power, comparable engine temperature, and lower carbon monoxide (CO) and carbon dioxide (CO2) emissions, as compared to those of uncatalysed oils and commercial fuel in a gasoline engine. Pyrolysis-oils from all other polymers demonstrated comparable performance to diesel in engine power tests. The application of inexpensive and widely available bentonite clay in pyrolysis could significantly aid in repurposing plastic wastes. 2ff7e9595c