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).
Comparing B.M.E.P. and power curves for Condor 1V and Eagle engines.
| Identifier | ExFiles\Box 43\1\ Scan095 | |
| Date | 28th August 1925 | |
| EXPERIMENTAL REPORT. -2- Expl. No. REF HS{Lord Ernest Hives - Chair}/AR/LG28. 28.8.25. (c) The Condor 1V. B.M.E.P. curve follows the theoretical curve for Eagle 1X. carbs. very closely. It gives about 7 lbs/sq.in. less than the Eagle Vlll. carb. curve, and 3 lbs/sq.in. more than the Eagle 1X. at 1700 r.p.m. but beyond 2200 r.p.m. shoes larger B.M.E.P's than either. (2) Curve X. Compression Ratio 6.28 to 1. (a) Eagle 1X. Carburetters. Here the actual power curve is about 8 HP. below the theoretical over the whole speed range. No falling away below the theoretical is noticeable at high speeds. (b) Eagle Vlll. Carburetters. The actual power curve is 8 HP. below the theoretical at 1700 r.p.m. and meets it at 2300 r.p.m. (c) The Condor 1V. B.M.E.P. curve again follows the theoretical curve for Eagle 1X. carburetters very closely and shows an advantage over both actual curves above 2100 r.p.m. General Deduction. Power curves with Eagle Vlll. carburetters approach more nearly the theoretical power curves at the higher compression ratios, than do the corresponding curves with Eagle 1X. carburetters. The type of induction pipes used on the Condor 1V. engine shows distinct advantages at high speeds i.e., above 2100 r.p.m. HS{Lord Ernest Hives - Chair}/AR. | ||