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).
Report page presenting a table and analysis of induction pipe temperatures under standard exhaust, water, and superheated conditions.
| Identifier | WestWitteringFiles\O\2January1926-March1926\ Scan89 | |
| Date | 14th January 1926 guessed | |
| contd :- -9- We see from this curve that at 1000 r.p.m. the temp. of the exhaust is lower (5°C) than when running light at the same speed with the exhaust butterfly shut. The table below shews the induction pipe temperatures for the above conditions :- | | Std. exh. heated. | Water heated. | Superheated. | |---|---|---|---| | R.P.M. | Indn pipe temp. °C. | Air °C. | Indn pipe temper:°C. | Air °C. | Indn Pipe temp. °C. | Air °C. | | 750 | 31.5 | 35 | 31 | 25 | 33.5 | 38 | | 1000 | 30 | 37 | 27 | 30 | -- | -- | | 1500 | 31.5 | 46 | 28 | 35 | 29 | 37.5 | | 2000 | 26 | 35 | 25.5 | 38 | -- | -- | It seems that when a certain critical temperature is reached any extra pre-heating only goes to supply the latent heat without any resulting temperature increase in the induction pipe. Of course for a greater heat input, the final charge temperature in the cylinder must naturally be higher. Notwithstanding the above statement, we should imagine that if the relative heat input of the exhaust and water system was of proportional magnitude to the average temperatures of these heating mediums we should expect in the former case to find higher induction temperatures than actually recorded because sufficient heat would not only completely evaporate the charge but also raise the temperature of the resulting gas. contd :- | ||