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).
Comparison of power curves for an engine using different induction pipe and carburetter configurations.
| Identifier | Morton\M22\ img016 | |
| Date | 6th June 1917 | |
| To R.{Sir Henry Royce} from EH. c. to J.{Mr Johnson W.M.} " " E.{Mr Elliott - Chief Engineer} " " By.{R.W. Bailey - Chief Engineer} " " EP.{G. Eric Platford - Chief Quality Engineer} 7CA X.3071 X.3056 EH1/AT6.6.17. X.3071 X.2751 X.2758 X.2786. X.682 - RE 7 C.A. CAR H.P. Below are power curves obtained from the engine for this car:- Revs. | With standard pipe medium large carburetter. | 2-Branch pipe White Knave Carburetter. | With standard pipe 36mm. R.R. C.H. Carburetter. ---|---|---|--- 3000 | 89 | 61.4 | 100 2750 | 95 | 76.4 | 107 2500 | 100 | 86.1 | 111 2250 | 102 | 94.0 | 112.5 2000 | 100 | 99.0 | 108 1750 | 95 | 96.0 | 102.5 1500 | 85.7 | 86.0 | 85.7 1250 | 73.0 | 73.0 | 71.0 1000 | 57.6 | 58.4 | 58.4 750 | 42 | 42.5 | 41 X.2939B It will be noticed that the new 2-branch pipe is very poor for power at very high speeds. We tried the engine with a standard or ear induction pipe and carburetter. This was to get some idea of the flexibility and distribution that we get on the average car. We found that the distribution that we was very poor compared with what we get on the aero engines. The distribution with the new 2-branch pipe is an improvement, but this still leaves a lot to be desired. We are trying another 2-branch pipe. On this we have turned the Contd. | ||