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).
The development of engine induction and heating systems, comparing water and superheated steam methods for warming up.
| Identifier | WestWitteringFiles\T\2January1929-June1929\ Scan048 | |
| Date | 21th January 1929 | |
| Hs{Lord Ernest Hives - Chair}/ACL1/T21.1.29. -2- Contd. Up to the time that the turbulent head Phantom went on to production we were unable to make any appreciable improvement to the cold distribution of the induction system but since have persevered with the slotted entry induction pipe - following our aero practice - and obtained good results, particularly in cases where we only have a small lift from the carburetter to the main distributing pipe as obtained with the S.S. engine, where the carburetter has to clear the steering box. Once the engine had attained its normal working temperature there was very little to choose, if anything, between any of the heating systems. Water heating proved quite efficient if the engine water temp. was not allowed to fall below about 70°C. Tests made on the test bed at full throttle shewed that there was very little difference between exhaust and water heating; distribution, as observed by the exhaust flame, and fuel economy being quite good with either system. The distribution being equal the question depended on the quickness of warming up from cold. The superheated steam system, which consisted of a large surface small capacity boiler on the exhaust pipe fed with water from a small metering hole, was very little quicker than the simple water heated system. The reason for this appeared due to :- The large thermal capacity of the exhaust pipe carrying the boiler required an appreciable time for the formation of steam. At warming up speeds the exhaust gas | ||