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).
Continued discussion on the advantages and fitting procedures for the 'Kivex' gauge.
| Identifier | WestWitteringFiles\U\May1930-July1930\ Scan112 | |
| Date | 28th June 1930 | |
| -3- Hs{Lord Ernest Hives - Chair}/HL.1/SL.28.6.30.Contd. wear out. The great advantage of the 'Kivex' gauge is that the pressure element will stand an over-load, and therefore does not require a pressure balance line. This eliminates two joints which are potential sources of trouble, and which cannot otherwise be eliminated even with centrally vented tank. As you see from the model production gauge which we are sending you, it is quite feasible to leave the gauge head connected up with the pipe line once it has been tested at Derby and fitted in to the back of the instrument board on the car. We feel, however, that if the gauge head is left attached to the pipe line it will almost certainly be damaged during the fitting of the body and that, actually, now that the method of connecting up the gauge is generally understood, the present procedure of disconnecting before the car leaves the works is likely to be the best. We agree that if we are to do away with the high filler cap, the gauge problem becomes easier and if we can further reduce the scale of the instrument, the necessity for a balance line becomes less, though we can never be 100% safe without a balance line. We are of the opinion, however, that though there may have been as many as 5% of the gauges fitted to cars that have given trouble in the past, the type of gauge which we have run on the last 10,000 miles car will overcome at least 90% of these complaints, and is in fact, better than anything else we know of at present. We have discussed the whole gauge problem with | ||