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).
Test procedures for the K.S. petrol gauge.
| Identifier | ExFiles\Box 61\3\ scan0232 | |
| Date | 5th August 1931 | |
| X4038 5.8.31. K.S. PETROL GAUGE TESTS. Test 1. To determine whether an excessive amount of petrol is spilt from the head of the gauge when the tank is filled to capacity. Fill the tank to the top of the filler cap. Observe if fuel runs out of the gauge head when the car is standing on the level. Drive the car on a road with an ordinarily bad surface and see if fuel is lost (1) On the straight (2) When cornering. Observe how much fuel has to be taken from the tank before any overflow from the gauge head ceases. Test 2. Speed of replenishing - gauge reading. The gauge is an automatic air pump which does the work of the hand pump and an ordinary Nivex gauge. The rate at which it will show a normal reading after it has been disconnected indicates the effectiveness of its pumping action. With 15 galls. in the tank disconnect the gauge at the dashboard so that the reading falls to zero and then reconnect. Drive on an ordinary main road, take gauge readings every mile until reading on the gauge head is within two gallons of the amount of petrol in the tank allowing for the petrol consumption. Test 3. Over night loss of reading. Owing to the fact that the air contained in the air ball which balances the head of petrol against the head of liquid in the dashboard unit containing a quantity of petrol vapour, the reading will fall when the car is allowed to stand over-night. This is specially noticeable in hot weather. To find out whether this is likely to be excessive, a volatile spirit should be used such as Shell Aviation. The car should be run about on a rough road, the petrol in the tank having previously been warmed up by means of the exhaust until it is 30°C. The car should then be brought into the garage, the reading of the gauge taken accurately and allowed to stand over-night. Further readings should then be taken the next morning, the difference in reading being the over-night loss. Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} | ||