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).
Inter-office letter discussing the design and testing of heated induction pipes and manifold systems.
| Identifier | ExFiles\Box 75\2\ scan0234 | |
| Date | 12th July 1921 | |
| R.R.A, 25 25m. 12-20-20 40849 X2758 INTER-OFFICE CORRESPONDENCE ROLLS-ROYCE OF AMERICA, INC SPRINGFIELD, MASS. Oy3 - G 12721 July 12, 1921 Dear Hives: Re: Induction Systems With my letter on this subject of July 9, you might also read enclosed copy of "Automotive Industries" of June 23, which shows graphically (a) Page 1370, how far development of induction pipes has gone in Europe, and (b) Page 1395, how European manifold development appears from the American point of view, with particular reference to the "end point" of fuels. We are anxious to try out your new heated pipe, and can prove at this time of year whether or not it will cause pre-ignition or excessive detonation, but cannot very well prove how much, if any, recondensation in the pipe we shall get under winter conditions. The present heated pipe probably only operates to advantage because it does to a certain extent prevent condensation in the manifold by increasing the velocity of the gas and the temperature of the manifold. With an end point of 500°F.{Mr Friese} it is obvious that the induction pipe should be as short and as small in diameter as possible, and heated to a certain extent or at least sheltered from the fan blast all the way along. I may mention that Caswell on our heated pipe finds 50°F.{Mr Friese} difference of temperature of the exhaust gas between the front and rear ends of the manifold due to the fan blast. Regarding R's objections to the carburetter on the L.H. side, I presume these are chiefly because of fire risk. In this connection it may be mentioned that the Buick, among many other American cars, has an exhaust pipe running right underneath the Sarburetter. | ||