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).
Engine compression, carburettor selection, and component choices for various aero and car engines.
| Identifier | ExFiles\Box 121\3\ scan0021 | |
| Date | 26th February 1915 guessed | |
| To Wor.{Arthur Wormald - General Works Manager} for EH from R.{Sir Henry Royce} 2. COPY R1/IB26215. result with a higher compression. I mean by this that if the air petrol ratio for best power is, say 14 to 1 with 65 lbs., it may be 15 to 1 with 75 lbs. This question of economy is very important on our aero work. Referring to the different size of Claudel Hobsons, it would appear that the 36 m/m would be about right for the 100 HP of one set of 6 cylinders on the 200 HP aero engine, and that the 32 m/m might be quite the right thing for the 150 HP engine. I should be glad if Mr Elliott will note this, and you will see that it is in proportion to the 8/9ths. of the linear dimensions which the engine is supposed to scale all over. With reference to the running of the Claudel Hobson carburetter, you do not say the consumption with this. You will notice that the freer carburetter in the case of the Claudel Hobson increases the compression, and therefore one gets a direct advantage from that increase of compression as well as from the larger charge which is taken into the engine. With reference to the engine for car 49 GB, it was assumed that this engine was to have the Zephyr Pistons and a quick opening camshaft, if this could be applied. It was to be tried with and without balance weights, to see if the light pistons will permit of the cancelling of the balance weights. F.H.R. | ||