Continued list of technical considerations for a post-war chassis, focusing on induction pipes and the carburetter.
| Identifier | ExFiles\Box 75\2\ scan0199 | |
| Date | 3rd October 1916 | |
| X.2458 X 2565. - Post-war Chassis -2- R6/W3.10.16. Contd. but to have a very gas tight piston (5 to 7 rings), that will not knock after the first say 10 minutes of use. We will excuse them making a slight noise for this period - 49-GB is quite passable. X.2458 (4) Induction Pipes. It has been found that larger induction pipes need to be very long for ramming effect at speeds even up to 2500 revs. It is thought by me that our car engine pipes are too large and might be better smaller in diameter, therefore, try some of the smaller ones, and if no loss of power, let us go back to these, which are all round easier to make and lighter. (5) Carburetter. I think I can say very definitely that our R-R carburetter is much improved by using a slower running air valve & it should be so slow that when the throttle is suddenly opened, even with a fairly weak mixture the engine gets sufficient strength of mixture to fire well and pull well for the first few revolutions, after which it runs off weak. In practice this is conductive to petrol economy. Above the air valve I am suggesting that we use the small cock, which relieves the vacuum in the top portion of the air valve. This, I think, is particularly advantageous in starting in cold weather and in cold climates. (6) It is agreed that we fit the priming device, but I think we might avoid the flooding device, because there is no need to flood the carburetter, after the first starting | ||
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).