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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).
The initial investigation and measurements of a U.S.A. Bosch battery ignition system.

Identifier  ExFiles\Box 34\1\  Scan267
Date  5th September 1921
  
To R & E.{Mr Elliott - Chief Engineer} from EFC.
c. to OJ & PN.{Mr Northey}
c. to By.{R.W. Bailey - Chief Engineer} & EP.{G. Eric Platford - Chief Quality Engineer}
c. to Rg.{Mr Rowledge} & Ds.
c. to R.R. of America Inc.

X2512
EFC2/T5.9.21.

X.4275 - U.S.A. BOSCH BATTERY IGNITION. X3485.

We have had very little opportunity so far of conducting any experimental work on the bench with the U S A.{Mr Adams} Bosch battery ignition. Of the two sets which have been received (one of which was brought over by Mr. Hives and the second one of which came over on 4-EX) one distributor is at West WitteringHenry Royce's home town and the other has been in constant use on experimental cars.

We are, however, expecting shortly to receive three more of these sets, when all the quantities of this ignition will be investigated.

We have, however, made a few measurements on the coil and the condenser. We found the resistance of the coil to be approximately similar to our standard (slightly less). The inductance is rather less than half that of our standard. As regards the condenser, a test of this shewed the capacity to be .5 mf. - our present standard is .215 (average). We found the Bosch condenser to have practically no leakage conductance when cold, but after working on 200 volts A.C. 50~ for some time, the condenser heats up due to di-electric losses, allowing quite a large current - about 1/3 of an ampere - to flow.

With regard to Mr. Royce's remark about the connections of the condenser contained in his R2/G21.6.21, this has been answered by Mr. Olley's notes on the condenser
  
  


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