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).
Test procedure for comparing two types of hot-spot on a Vauxhall '10' induction system.
| Identifier | ExFiles\Box 127\4\ scan0230 | |
| Date | 4th October 1940 | |
| Rm.{William Robotham - Chief Engineer} from Rm{William Robotham - Chief Engineer}/CTS.{C. Trot Salt - Carburation} Vauxhall Rm{William Robotham - Chief Engineer}/CTS.{C. Trot Salt - Carburation}4/ML.4.10.40. HOT - SPOT. We can prove just how inefficient the Myth induction system will be, by carrying out a direct comparative test on the Vauxhall '10' between the two types of hot-spot. PROCEDURE. Obtain a new induction pipe and exhaust manifold from Oscroft's stores and modify them as follows :- 1. Saw the bump off the exhaust manifold which provides the contact heat (and blank up the hole.) 2. Build a sheet metal water hot-spot round the inlet manifold and connect this to the head in a manner as near the Scheme PL.339 as possible. It is worth drilling a hole in the head to take a union, which can be blanked off when the test is done. TESTS. No: 1. The normal underbonnet temperature should first be taken in conjunction with the modifications as above. Myth conditions will now be reproduced and if the carburation is flat, the radiator should be blanked off to raise the underbonnet temperature to that of a Wraith. This will prove the point of the effect of inlet air temperature. No: 2. If the first test produces my suspected result, a larger main jet can be fitted to the carburettor to bring the pick-up back to "standard" and a value in m.p.g. obtained for the water hot-spot against the exhaust contact hot-spot. This should, of course, be done with the radiator not blanked off. Rm{William Robotham - Chief Engineer}/CTS.{C. Trot Salt - Carburation} | ||