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).
Engine and car interior ventilation methods, including proposed tests and commercial negotiations for related devices.
| Identifier | ExFiles\Box 119\3\ scan0166 | |
| Date | 28th October 1931 guessed | |
| -2- Obviously the fan's capacity is determined by the static pressure conditions prevailing under the bonnet, and for this reason whatever type of fan be employed there is the need for a rapid exhaust of air at the end of dash. Once this point has been established, it will be desirable to compare these results with experiments with (a) a new fan, (b) a new fan in conjunction with our "Contra-shield", (c) a special, independant "Contra-shield" without a fan. The above considerations refer of course entirely to ventilation of engine, and before going over to the question of body ventilation, I would point out that there is also the opportunity of cooling the sump very efficiently without undue complication. As to ventilating the car interior, I suggest two distinct methods: The first would be the ventilation of the scuttle or cowl by fitting the model as shown in drawing No.27 which might be kept to same size as the pair in the bonnet, for the sake of symmetry and appearance. This model as you know works as either intake or extractor, according to setting by driver. The second device I would advise fitting is the model shown under drawing No.13 fitted into roof, it also permits setting for fresh air intake, extraction or complete shut-off by a turn button. Tests on above lines will entail little work and time and results can be ascertained very speedily. When such test is completed I shall put before you an alternative method which aims at equalising pressures between outside and car-interior. To this end it will prove helpful to realise the exact degree of underpressure in car interior at different car speeds, say from 30 up to 70 miles per hour under normal car body conditions. A similar test carried out with our pressure equalisers should prove convincing. Before taking the matter further I should appreciate your views as to the terms on which you would be prepared to acquire exploitation rights of our various devices, on a royalty basis or purchase outright. We would be agreeable to negotiate on the basis of | ||