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).
Specifications and usage of various condensers on different car models.
| Identifier | ExFiles\Box 165\5\ img173 | |
| Date | 25th May 1939 | |
| 6052 W/P - Sr/VA. Rm{William Robotham - Chief Engineer}/RC.{R. Childs}16/JH.25.5.39. In reply to your memo. of the 15.5.39. re condensers capacities, we would like first of all to point out that the paper condenser (rectangular shaped body of oval section) manufactured by R.R. and used on Phantom I, Phantom II up to 42 on 'U' series, Bentley I, up to 59 on 'E' series, and Goshawk up to 101 on H2 series, were in no way constant in their capacity and varied considerably with temperature, i.e. .275 - .325 MF at 18°C but .45 - .575 at 50°C. When this type comes into our works oncars for overhaul, more often than not the condenser is outside the limits and is replaced by a special TCC condenser, the capacity of which should lie between the limits .21 - .28 m.F.S. This replacement condenser is made up either with long, single or double connections as required and the respective piece Nos. are D.54808, D.75462, and D.75461. This type may be easily recognised by the four soldered connections on the top of the lid.{A. J. Lidsey} The mica type condenser as used on the 40/50 H.P. cars should lie between the limits .21 M.F. - .325 M.F. The circular condensers used on all the later cars should lie between the limits .21 M.F. - .23 M.F. you will find this type very constant. We have no records of the limit for condensers used on the Watford E06 and E.6 magnetos, in any case you will find it rather difficult to measure unless you strip the machine. In the past, any faulty magneto was returned to the makers and even today, on the Aero section, this procedure is still upheld. Rm{William Robotham - Chief Engineer}/RC.{R. Childs} | ||