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).
Twin type carburettor design, including intake from the crankchamber, draining, and air metering.
Identifier | ExFiles\Box 13\3\ 03-page268 | |
Date | 26th December 1930 | |
X7080 E.{Mr Elliott - Chief Engineer} HS.{Lord Ernest Hives - Chair} ) FROM R.{Sir Henry Royce} BY.{R.W. Bailey - Chief Engineer} ) (At Le CanadelHenry Royce's French residence.) R4/M26.12.30. C. to SG.{Arthur F. Sidgreaves - MD} WOR.{Arthur Wormald - General Works Manager} CAR WORK - CARBURETTERS. C. to PN.{Mr Northey} TWIN TYPE. ---------------- I agree to trying intake into crankchamber. My fear is that too much dust and grit would be drawn in and left in crankchamber, but probably no worse there than direct into cylinders especially if an effective by-pass filter were used to gradually and continually really clear the oil. We can effectively drain carburetters so that petrol cannot get into the crankchamber. I suggest a drain pot (sump) under the carburetter, with ample size drain pipe from the bottom, say .375 outside dia. and higher up in the sump two pipes sym-metrically placed into the front and back halves of the crankcase. Observations would be made on oil consumption with and without intake into crankcase. If oil passed this way into the cylinders one thinks most of it would be burnt. I suggest that HS.{Lord Ernest Hives - Chair} rigs up temporary pipes pending a production design from E.{Mr Elliott - Chief Engineer} Personally I am more anxious about exact metering and mixture under all conditions from no low speed and full throttle slow speed. If we can do this probably the rest is possible. Naturally if we take the air from the crankchamber it should cool this and give us much warmer air to the carburetter. R.{Sir Henry Royce} | ||