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).
Summary of engine test results, detailing power curves, spot readings, water displacement, and detonation checks.
| Identifier | ExFiles\Box 179b\3\ img338 | |
| Date | 15th May 1933 | |
| -3- He/Yng.5/W.1.15.5.33. Cont'd.{John DeLooze - Company Secretary} MEAN RESULTS OF TESTS. (1) The full throttle power curve was run from maximum permissible speed, 3000 R.P.M. to 2000 R.P.M. using D.T.D.134 plus 6 cc's. TEL/Gall. fuel, with the mixture control adjusted at each speed to maintain the weakest mixture for maximum power. From this curve it will be seen that a full throttle power of 755 BHP. was attained at international speed of 2600 R.P.M. maintaining a boost pressure of 39.8"Hg. abs. (Plus 4.87 lbs/sq.in.) see curve 397F appended. This test gave the following engine rating - Rated altitude 3,000 ft. Rated Full Power 685 BHP. The ground level power and endurance power were previously determined as 666 BHP. and 600 BHP. respectively. (2) 'Spot' readings were taken at 3000, 2600, and 2100 R.P.M. with the water cooled system in operation to ascertain the normal mixture control position when running with the weakest mixture for maximum power. This position was 15º from the F.S. position. (3) Water displacement tests were taken at 2250 and 2600 R.P.M. see curve 396F appended. The results were considered very satisfactory. (4) A check test was made for detonation, following the completion of a 2 hrs. acceptance test, with the engine running at full throttle at international R.P.M. using Shell D.T.D.134 plus 3 cc's. TEL/Gall. fuel (estimated 91 Octane). There was no audible detonation and the fuel will be used for all full throttle periods during the 100 hours Endurance test. SUMMARY. (1) The rating test showed a substantial increase in power over that of the standard Kestrel moderately super-charged engine and in order to determine the advantages gained by using the Goshawk supercharger, a direct comparison is made with the results obtained with a Kestrel M.S. engine modified to embody the principal components as used during this test (i.e. evaporatively cooled system, & 6/1 comp. ratio pistons). For the purpose of this test the figures of K.111 MS. Type Test Jan.1933 are quoted and the following are the comparative results. 3q. | ||