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).
Continued report on engine design and performance, comparing it to a Junkers aero engine.
| Identifier | WestWitteringFiles\W\September1931-November1931\ Scan088 | |
| Date | 18th November 1931 | |
| -2- Ha/WHP.2/Kl.18.11.31.Cont'd.{John DeLooze - Company Secretary} Maximum cylinder pressure not known. Scavange air (and induction) pressure = 76 lbs/sq.in. Injection pressure 6000 lbs/sq.in. Maximum engine speed 2000 RPM. The engine is almost identical in design to the Junkers aero engine, except that it is rather sturdier in construction. It functions, of course, on the two-stroke cycle: one piston uncovering the exhaust ports and one the inlet. Scavanging from one end of the cylinder to the other is thus effected. No heater plugs are required, so owing to the direct injection employed, a cold start is always obtained. The injection equipment (pumps and nozzles) are of Junkers design and manufacture. Two injectors per cylinder are used, but attempts are being made to reduce the number to one, without sacrificing efficiency. The following are the only performance figures the Gilford Co., could supply:- 2000 R.P.M. 120 B.H.P. 80.7 lbs/sq.in. B.M.E.P. 1800 " 110 " 82.2 lbs/sq.in. " " 1500 " 75 " 101.6 lbs/sq.in. " " The maximum B.M.E.P. obtained is 106.0 lbs/sq.in. (presumably at 1500 RPM.). The maximum fuel consumption is .450 lbs/BH./hr., but full power consumption figures are not available. Ha/C.H.Parkinson. | ||