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).
Chassis test-bed programme for the Dual Induction System SCD.864.
| Identifier | ExFiles\Box 155\2\ scan0345 | |
| Date | 18th June 1941 | |
| 1315 To Rm{William Robotham - Chief Engineer}/HH. from Rm{William Robotham - Chief Engineer}/CTS.{C. Trot Salt - Carburation} c.c. to Rm.{William Robotham - Chief Engineer} Rm{William Robotham - Chief Engineer}/CTS.{C. Trot Salt - Carburation}14/SW.18.6.41. CLAN FOUNDRY. Chassis Test-Bed. (Programme) Dual Induction System SCD.864. First results with this indicate that this will work. We shall therefore proceed to the stage when it can be tried on the road. Tests should be carried out in the following order :- (1) Power (Test-bed Silencer) (a) Small pipe alone (b) Both pipes together (c) Standard B.V. System [Handwritten initial: Rm{William Robotham - Chief Engineer}] [Stamped: SCD.864] Induction depression should be taken for each condition. (2) Metering (using B.11 Air Bend & Silencer) The size of balance hole should be determined for the small pipe first, with the larger pipe out of action. The final check will be taken by the usual constant speed throttled curves at 4,000, 3,000, 2,000 and 1,000 r.p.m. While trying each size of hole, a single check will suffice, at say half throttle, at each speed, for a given full throttle mixture setting, in order to determine the correct size of hole for optimum part throttle correction. When this has been done, the process should be repeated for the large pipe, but with the throttle full open all the time on the small pipe. A second hole will then be determined in the larger pipe for "over-all" correction. At this stage, the capacity boxes should be filled with say, molten aluminium, and redrilled -continued- | ||