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).
Series of tests conducted on a Phantom III Continental engine and radiator.
| Identifier | ExFiles\Box 94\3\ scan0177 | |
| Date | 22th April 1937 | |
| 340 To E.{Mr Elliott - Chief Engineer} from Rm{William Robotham - Chief Engineer}/Std. c. to Da.{Bernard Day - Chassis Design} c. to Rm{William Robotham - Chief Engineer}/Swdl.{Len H. Swindell} REPORT ON TESTS CARRIED OUT ON PH.III. CONTINENTAL ENGINE AND RADIATOR. We recently carried out a number of tests on the test bed with the P.III. Continental engine and radiator with a view to determining the following - (1) Accurate heat to water curve for this engine from 1000 RPM. to 4250 R.P.M. (2) Local cylinder head temperature conditions and water flow on the engine with standard top rails and outlet pipes. (3) Local cylinder head temperature conditions and water flow on this engine with top rails dispensed with and water outlets at the ends of the cylinder heads, (4) Local cylinder head temperature conditions and water flow with top rails deleted, outlets at front of cyl. heads and a separate feed from the oil cooler box to the rear of each cylinder head. (5) Effect on water flow or temp. rise across engine of inter-posing a gauze filter (8 mesh) in the pump suction line (actually gauze was fitted over pump inlet) Finally, 30 minutes endurance at 4000 R.P.M. was run with a pressure of 8 lbs/sq.in. in the cooling system, corresponding to a water outlet temperature of approximately 112°C, and local cylinder head temperatures on B. side head were noted. The Continental car's cooling system has been built to operate (under extreme conditions of load and temperature) with pressures up to 10 lbs./sq.in. in cooling system - the steam valve is set to blow at this pressure. The matrix has accordingly been reduced in area and depth. Method of Carrying out Tests. The heat to water measurement was made accurately by passing the engine cooling water through the Continental Ph.III. radiator and then through a second radiator immersed in a tank of cooling water - the rise in temperature and flow of the cool-ing water passing through this tank were measured - since the temperature rise was high and the flow small this gives an accurate means of measuring the heat figure (Note: all connecting pipes were lagged.) continued | ||