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).
Technical report detailing endurance testing, final jet settings, and post-test examination of an engine.
| Identifier | ExFiles\Box 179b\2\ img010 | |
| Date | 5th October 1932 | |
| -2- Hg/Yng.6/HT.5.10.32.Cont'd.{John DeLooze - Company Secretary} steps from 1000 R.P.M. to 2000 R.P.M. An endurance test of ten minutes at 2700 R.P.M. at 1800 BHP. was run off. Following this a full throttle power reading was taken at 2700 R.P.M. on the standard fuel, with the carburetter open at the bowl i.e. without the venturi intake. The engine was then stripped, when everything proved to be in good condition, and rebuilt after attention to several complaints which had been made on the endurance running. For the final test special jet sleeves and jets were fitted giving increased maximum flow and larger flow difference per unit of control range. After preliminary runs to determine the correct jet setting, the engine was finally passed off as follows :- 20/70/10 plus 4. Avn/Ben/Meth. plus TEL. - conditions as stated previously R.P.M. 2700 BHP.1950 Fuel Cons. .604 pts/HP/Hr. 60/40 plus 5. Ben/Meth plus TEL. - other conditions as before. R.P.M. 2700 BHP. 2060 Fuel Cons. .680 pts/HP/Hr. Following this the engine was thoroughly examined. During this examination it was found that A.2 and 3 cylinder bores were lined with aluminium deposit in such portions as could be seen through the spark plug holes. This characteristic has been observed on "R" engines before, but since it was considered that the marking was somewhat worse than usual the engine was returned to the fitting shop and both cylinder blocks removed. Examination proved that our fears were unfounded as all the pistons were in perfect condition. After removing the offending marks the engine was returned to test and given a final proof power run at 2700 R.P.M. followed by a short run at 3200 R.P.M. and passed off after setting the slow running up to 700 R.P.M. and carrying out the usual additional tests on the gas starting system fuel pumps etc. CONCLUSION. Although the "R" engine has a normal speed of 3200 R.P.M. all power and tuning tests on N.37 had to be carried out at 2700 R.P.M. since the Heenan & Froude water brake which was used to absorb the power would not hold the engine when working at above 2700 R.P.M. shaft speed. This difficulty was first encountered when the handed engine for Miss England lll was tested. In order to accommodate handed engines on the test bed | ||