Comparing B.M.E.P. and power curves for Condor and Eagle engines under different configurations.
| Identifier | WestWitteringFiles\N\July1925-September1925\ Scan162 | |
| Date | 25th September 1924 | |
| R.R. 493A (50H) (D.B. 175 25-9-24) J.H.D. EXPERIMENTAL REPORT. -2- Expl. No. REF: Hs {Lord Ernest Hives - Chair} /AR/LG28.S.25. (c) The Condor(Aero Engine) IV, B.M.E.P. curve follows the theoretical curve for Eagle(Aero Engine) IX. carbs. very closely. It gives about 7 lbs/sq.in. less than the Eagle(Aero Engine) Vlll. carb. curve, and 3 lbs/sq.in. more than the Eagle(Aero Engine) IX. at 1700 r.p.m. but beyond 2200 r.p.m. shows larger B.M.E.P's than either. (2) Curve X. Compression Ratio 6.28 to 1. (a) Eagle(Aero Engine) IX. Carburetters. Here the actual power curve is about 8 HP. below the theoretical over the whole speed range. No falling away below the theoretical is noticeable at high speeds. (b) Eagle(Aero Engine) Vlll. Carburetters. The actual power curve is 8 HP. below the theoretical at 1700 r.p.m. and meets it at 2300 r.p.m. (c) The Condor(Aero Engine) IV. B.M.E.P. curve again follows the theoretical curve for Eagle(Aero Engine) IX. carburetters very closely and shows an advantage over both actual curves above 2100 r.p.m. General Deduction. Power curves with Eagle(Aero Engine) Vlll. carburetters approach more nearly the theoretical power curves at the higher compression ratios, than do the corresponding curves with Eagle(Aero Engine) IX. carburetters. The type of induction pipesystem used on the Condor(Aero Engine) I engine shows distinct advantages at high speeds i.e., above 2100 r.p.m. Hs {Lord Ernest Hives - Chair} /AR. | ||
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).