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 report on a 'Japan' induction system, comparing a single carburetter with a twin ramming pipe against a twin carburetter setup.
| Identifier | ExFiles\Box 122\1\ scan0036 | |
| Date | 28th December 1929 | |
| To R.{Sir Henry Royce} From Hs{Lord Ernest Hives - Chair}/ACL. c. to Sg.{Arthur F. Sidgreaves - MD} Wor.{Arthur Wormald - General Works Manager} c. to E.{Mr Elliott - Chief Engineer} Da.{Bernard Day - Chassis Design} c. to By.{R.W. Bailey - Chief Engineer} X4660 Hs{Lord Ernest Hives - Chair}/ACL.1/MJ.28.12.29. 'JAPAN' INDUCTION SYSTEM. TESTS WITH TWIN RAMMING PIPE & SINGLE CARBURETTER. X.5070. X.5080. X.3603. X.4660. For prints see original. We have now completed some tests on the test bed with a two branch induction pipe using one carburetter on a 'Japan' engine as requested in R3/M25.11.29. It has always been our experience that two carburetters each supplying three cylinders through independent induction pipe, gave a better power curve for car work than a single carburetter and the object of the above experiment was to see if a similar characteristic could be obtained with one carburetter used with a two branch induction pipe. For the experiments a pipe was made up in copper, as shewn on appended print. The branch connecting the two three cylinder manifolds with the single Stromberg carburetter was detachable so that we could use two separate carburetters for comparison. The power curves obtained with each system are shewn on the attached print. We see that although there is a little difference in the max. power reached in each case, there is an appreciable advantage given by the twin carburetters at lower speeds. Unfortunately, the metering with the two Claudels was bad below 1750 R.P.M. so we did not continue the curve below that point. These carburetters had no mixture control and we could not get a jet which would satisfy the whole curve. We. | ||