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).
Carburettor performance, induction pipe configuration, and engine fuel consumption.
| Identifier | Morton\M22\ img017 | |
| Date | 24th February 1908 | |
| Contd. )2) induction pipe the other way up so that any raw petrol instead of running into the first cylinder will have to be lapped up. It was noticeable on the standard pipe that the 2 centre cylinders were very strong. This was especially marked when the engine was started up cold. Having the induction pipes the other way up makes it awkward to get the exhaust away, but if we can prove that the consumption is improved we shall be able to rig this up on the car. When we fix the "White Knave" type carburetter on the car the flexibility of the engine is not very good. This is chiefly due to the increased size of the low speed throat which makes it impossible to get dead slow running which is essential for car work. The medium carburetter, from which we are getting results given, is standard size of carburetter with a large throttle and the high speed throat, bored out from .9 to 1.050 The size of the ports in the air valve are increased. We shall have to run the car on the road before we can say how this is going to behave. The best consumption we have been able to obtain with R.R. carburetter in a car engine is .58 lbs. per H.P. hour. EH. | ||