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).
Page 2 of an engine test report detailing performance data, component observations, and inspection results.
| Identifier | ExFiles\Box 36\2\ scan 063 | |
| Date | 21th January 1916 | |
| - 2 - temperature entering engine about 40°C. (cooled by radiator). Water temperature leaving cylinders - 80°C. The engine was run with throttle not quite fully opened. The fully opened throttle power curve at the commencement and end, and including in the 10 hours, was as follows:- Revs. 1500 1400 1350 1300 1200 1100 1000 900 H.P. @ start. 91.6 88.7 86.2 83 78 70.5 65 58.5 @ finish. 90.8 86.3 83.25 81.6 76.1 68.7 63.4 57 The weight of the engine complete with slipper drive is 395 lbs. According to the specification this should be 380 lbs. This specification as made out, however, did not include the fixing of the slipper drive, which in itself weighs 10½ lbs. The Inspector agreed that this was in order. The engine ran very regularly and consistently during the whole test. The power and consumption did not vary. The pistons were particularly good for holding gas, little or no gas escaping from the breathers. After the test we tried the compressions, which were not very good. The exhaust valves leaked. I have gone fairly fully into details, as this test will be reported on fully to the Admiralty by the Inspectors. Three Admiralty Inspectors were in attendance. I considered the engine ran particularly satisfactory, and gave every promise of excellence for aero work. The official Inspector was particularly impressed. Although the engine had not made a 10 hours continuous run, and could, therefore, be considered as void according to the Contract, I got a clear understanding from him that we could now proceed with our ordinary Shop Tests (as specified) and commence deliveries. The quality of magnetos we are now fitting and which is the best the Admiralty can obtain for us, is certainly not up to the Bosch type. I do not consider we should take any responsibility for them. The engine has now been dismantled for examination. The condition was generally excellent. The valve seatings appeared to be the only real fault. They were distorted; also the width of the face was irregular, | ||