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).
Summary of engine cooling system modifications and heat performance comparisons between various engines.
| Identifier | ExFiles\Box 94\3\ scan0179 | |
| Date | 22th April 1937 | |
| -3- Summary The scheme of dispensing with the top water rails and using the outlets at the end of the cylinder heads is quite practicable - but an improvement could be made by providing a large port connecting the cylinder head and block at the rear of the cylinder head. An alternative and better scheme, we think, is to put the bulb of the thermometer at the front of (A' side head - a pocket is available at this point for the purpose. The gauze filter tried is practicable without seriously reducing the engine's water flow - we are standardising this feature. The total heat to water of the Continental Ph.III. engine at maximum speeds is very high - as is the heat to jacket per BHP. - this is partly accounted for, we think, by the jacketting of the exhaust ports. Attached curves (Sheets 6 & 7) shows comparisons between specific jacket heats of Ph.III. Continental, Bentley, 25/30. and av. of a number of o.h.v. American engines on a basis of both engine capacity and engine BHP. Pressure cooling of the engine seems to be reasonably practicable - no trouble was experienced during the half hour endurance under 8 lbs/sq.in - the main difficulty being to keep the blow off valve steam tight - we have now got over this difficulty however. Rm{William Robotham - Chief Engineer}/Std. | ||