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).
Design of Bensport induction pipes, focusing on oil collection issues and the positioning of safety blow-back valves.
| Identifier | ExFiles\Box 85\4\ scan0004 | |
| Date | 23th September 1932 | |
| X230. To R.{Sir Henry Royce} from E.{Mr Elliott - Chief Engineer} E.10/HP.23.9.32. c.c. Sg.{Arthur F. Sidgreaves - MD} Wor.{Arthur Wormald - General Works Manager} Hs.{Lord Ernest Hives - Chair} By.{R.W. Bailey - Chief Engineer} re Bensport Induction Pipes. Please find herewith print of LeC.3200 dealing with the above. Naturally we shall expect to try several types of induction pipes, but LeC.3200 shows we think the best known scheme. One of the features that requires consideration when using a blower is the effect of the oil in the fuel. There is a tendency for this to collect in the ends of the induction pipe and oil up the plugs of the end cylinders when opening up. For this reason a direct lead from the blower to the front end of the manifold is said to make things very difficult for No.6. plug although some four cylinder engines run very well on a pipe of this type if sufficient drainage slope in a forward direction is schemed into the manifold. We propose to try one pipe like LeC. 3200 with drainage arranged from both ends down towards the uptake, and also some slope up in each feed to the cylinder ports. Where the gas leaves the blower we have collected it into one port at half the induction pipe velocity, but it is speeded up by means of a venturi as soon as it gets into the pipe. Regarding the safety blow back valves, we show alternative positions for these - A & B. A.{Mr Adams} is rather favoured on some car installations as being as near to the cylinder ports as possible, but B. is the Alfa practice, and agrees more with our own experience. We propose to try both positions. The design of the safety valve will follow. | ||