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).
Properties and development of Hydrogenated Safety Fuel, also known as 'SAFE-T-ESSO'.
| Identifier | ExFiles\Box 27a\4\ Scan089 | |
| Date | 29th March 1933 guessed | |
| COPY. X/282 "SAFE-T-ESSO". Hydrogenated Safety Fuel. This product is made by the hydrogenation process originally developed by the I.G. Farbenindustrie and commercially adapted and perfected by our Company. Considerable research and development work has been done by our own Aviation Department, and through the co-operation of the N.A.C.A. Laboratories, Naval Bureau of Aeronautics, Material Division at Wright Field, Pratt & Whitney Aircraft Corporation, and several manufacturers of solid injection equipment and heavy fuel carburetors. The product is primarily designed for operation in spark ignition engines, using either a solid injection fuel system or some type of heavy oil carburetor. Satisfactory distribution and operation in a normally carbureted engine is not achieved due to the fact that the volatility of the fuel is too low to permit of satisfactory handling on this type of induction system. The outstanding handling of this type of fuel are its high flash point, which compares favorably with that of kerosene, and its exceptionally high octane value which is appreciably higher than that obtained in the best clear gasoline. Although, as has been stated above the fuel is not primarily designed for use in a normally carbureted engines, recent tests have shewn a very satisfactory operation is attained in these motors after they have been warmed up on gasoline. Several methods for applying heat to the fuel mixture for starting are being investigated at the present time and the indications are that a relatively slight amount of heat is necessary to provide a satisfactory cold start. As you can see from the inspection of the fuel given in the following paragraph, the distillation range is such that no difficulty should be experienced in normal engines after the engine has been warmed. The problem of cold starting is a relatively minor one which we feel sure is now in process of solution. The following is a general inspection of the fuel which we have now on hand. You will understand that the quoted analysis is not necessarily representative of future experimental or commercial runs since each batch is modified in order to improve the desirable characteristics as much as possible. We intend however to maintain an octane number on the fuel of at least 85 at 300°F.{Mr Friese} and 600 R.P.M. in the Series 30 Ethyl Gasoline Corporation testing engine. Attached: Analysis. F.R.Banks. | ||