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).
Design and performance of the Bensport Induction Pipe.
| Identifier | ExFiles\Box 85\4\ scan0001 | |
| Date | 3rd June 1932 | |
| x 230. To R.{Sir Henry Royce} from E.{Mr Elliott - Chief Engineer} c.c. Sg.{Arthur F. Sidgreaves - MD} Wor.{Arthur Wormald - General Works Manager} Hs.{Lord Ernest Hives - Chair} By.{R.W. Bailey - Chief Engineer} E.4/HP.3.6.32. re Bensport Induction Pipe. Referring to your memo R.2/M.1.6.32, the pipe from the supercharger is larger than the pipe to which you refer in LeC.3114, and is arranged to feed at present half way along the gallery pipe to the six ports, in which case, in accordance with the practice we have found best the gallery pipe is made smaller than the uptake. We should very much like to feed into the front end of the gallery pipe, as you suggest, but we doubted that it was possible to get good distribution in this way. We know that the 14 HP. 6 cylinder Talbot feeds in at the front end, but it has just a simple straight through carburetter mounted on the end of the pipe, which is possibly favourable to distribution. We should have to use a bend at this point to join on the uptake, and we know that this would very likely be bad. However, if you think it worth while to persevere with an end feed we should very much like to make experiments along these lines. We shall shortly be able to send you some schemes dealing with the induction system. We are at present dealing with this matter, and finding what form induction pipe must assume to clear the various obstructions in its pathway. Referring again to the pipe from the blower, we had in mind that for good all round performance it was desirable to keep the gas speed up as much as possible, and one experiment we thought might be worth trying is to reduce this pipe in diameter but venturi the gas at each end. It would, of course, be | ||