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).
Page 2 of a report detailing engine performance tests, including power curves, valve timings, and fuel used.
| Identifier | ExFiles\Box 133\1\ scan0106 | |
| Date | 17th September 1936 | |
| -2- Hs{Lord Ernest Hives - Chair}/Ed.{J. L. Edwards}1/KW.17.9.36. It is proposed to deal with each of these sections separately, confining ourselves at first to a bare statement of facts and figures, and to follow this up by connecting the sections where required, and putting forward any points which may present themselves. It is then proposed to draw a comparison with other units, and attempt to explain any differences therein, concluding with a list of miscellaneous points of interest, mechanical failures, etc. Section I. This section is covered by report Hs{Lord Ernest Hives - Chair}/Wd.{Mr Wood/Mr Whitehead}1/GB. 14.6.35, but for ease of reference it is briefly covered here. The engine as received from the makers gave a very high M.E.P. - 164 lbs/in.2 at 4,500 R.P.M., or 2,600 ft/min. piston speed - but the curve fell away rapidly as the speed was either increased or decreased (Fig. 1). This power was very susceptible to exhaust pipe length, and also appeared to be influenced by induction pipe length, as a 3/4" induction pipe gave the curve shown, the power increasing up to 5,600 R.P.M. when it falls below normal [word 'normal' is struck through]. [handwritten below line] over 3,200 R.P.M. For this series of tests, the fan inlet was throttled to give an air speed of 50 M.P.H. instead of the full blast of 90 M.P.H., which was used for subsequent work. There was a complete absence of detonation between 3,500 R.P.M. and 6,000 R.P.M. on Shell No.1 fuel. The valve timing was standard Rudge, viz:- I.O. 28°E.{Mr Elliott - Chief Engineer} E.O. 50°E } I.C. 48°L E.C. 25°L } at .020" tappet clearance. | ||