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).
Vapour lock investigation conducted in France, testing cars at high altitudes and comparing them to American practice.
| Identifier | ExFiles\Box 126\1\ scan0026 | |
| Date | 16th August 1937 | |
| To By.{R.W. Bailey - Chief Engineer} from Rm.{William Robotham - Chief Engineer} c. to Sg.{Arthur F. Sidgreaves - MD} c. to Hs.{Lord Ernest Hives - Chair} c. to Da.{Bernard Day - Chassis Design} c. to RHC.{R. H. Coverley - Production Engineer} Handwritten notes: 1062, also, 60a, 60a, 1263 VAPOUR LOCK INVESTIGATION. France - August 10th - 14th.1937. The object of the visit to France was to ascertain the progress made at Chateauroux with regard to the elimination of vapour lock and to check over the results obtained on the P.III. on the flat, at high altitudes. Also to get a general impression as to how our present system with the petrol pumps in the frame compares with up-to-date American practice. For this reason the Oldsmobile was taken XXXXXXXX across. We took over with us the first six Production sets of high pressure pumps and piping to enable Paris to deal with complaints before the hot weather subsided. One set was immediately fitted to an American's car, which had experienced vapour lock in the Alps. The car left for America the next day. Inskip will therefore have a model of the scheme to work to. We had a note from the driver to say no signs of starvation on the run to the coast. A second set has been fitted to the Paris trials car. In addition to fuel supply investigation, a general impression was obtained of the two cars, P.III. and Wraith, at present running their 15,000 miles on the Continent. P.III. VAPOUR LOCK. Atmospheric temperatures up to 33°C. were experienced at sea level which is an average maximum for a hot spell in France. Temperatures of 25°C. were registered over the 5000 ft. level which can be considered abnormally high. The car was driven hard on the flat, and taken as fast as any normal customer would drive it over the Col d' Izeran, 9,300 ft. and alleged to be the highest pass in Europe. It was also driven over the Croix de Fer which is not so high but has a much more severe gradient. At no time was any vapour lock experienced nor were the petrol pumps audible in the driving seat. There was never any appreciable difficulty in restarting, at the worst the button had to be pressed three or four times. continued | ||