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).
Peregrine engine power output tests, comparing turbulent heads, inlet valves, and carburettor setups.
| Identifier | ExFiles\Box 179b\2\ img187 | |
| Date | 30th November 1932 | |
| P. From Hs{Lord Ernest Hives - Chair}/Rn.{Mr Robinson} c. to SS.{S. Smith} c. to Mr. c. to K.{Mr Kilner} c. to EV.{Ivan Evernden - coachwork} c. to Da.{Bernard Day - Chassis Design} c. to Bdy. X4027 Hs{Lord Ernest Hives - Chair}/Rn.{Mr Robinson}7/MA.30.11.32. PEREGRINE POWER OUTPUT. We anticipated that the turbulent head would allow us to revert to the larger inlet valve without very much loss of low speed M.E.P. Curve Rn.{Mr Robinson}Pr.36 shews the advantage gained by using the 1.8 inlet valve which amounts to 7% at the peak power output. It should be noted that in this case the throttle is set to give the best power at low speeds, throttle bias being in evidence on the S.U. below 1200 R.P.M. Curve Rn.{Mr Robinson}Pr.37 gives a comparison of the power output obtained with the single S.U. and the semi-expanding carburetter on the best head and camshaft that we have. It will be observed that the recent improvement in the power output accentuates the difference between the carburetters. We have previously reported the throttle and distribution difficulties on the semi-expanding carburetter and to get this power curve the throttle was adjusted to give the best distribution at all speeds. Actually on both the S.H. & S.U. carb. the throttle has to be closed appreciably at 1000 R.P.M. to get the best results. Since these curves were taken we have much reduced the throttle bias on the semi-expander by fitting a 3" distance piece between the carburetter and induction pipe. As soon as we have eliminated the troubles that we have run into on peregrine carburetter, we shall try and improve its power output. Hs{Lord Ernest Hives - Chair}/Rn.{Mr Robinson} | ||