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).
Brake costs and savings for Bentley III and Wraith models.
| Identifier | ExFiles\Box 92\4\ scan0216 | |
| Date | 30th September 1936 | |
| MARTINDALE X 306 Sg.{Arthur F. Sidgreaves - MD} from E.{Mr Elliott - Chief Engineer} c. Wer. Hs.{Lord Ernest Hives - Chair} Ey. Da.{Bernard Day - Chassis Design} HDY.{William Hardy} E.1/HP.30.9.36. Brake Costs. With reference to your memo Sg.{Arthur F. Sidgreaves - MD}30/E29.9.36, we had a report in preparation on this question of brake costs. Actually the proposal set out in Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer}10/KW.25.9.36 anticipates a scheme we are proposing to use on Bentley III, and what we have instructed for Wraith, with the exception that the Girling brake shoes and brake shoe expanding mechanism are substituted for what we are using now. On the Bentley III and Wraith we had dispensed with the separate hand brake which makes a saving of £8/9/6d. This figure is arrived at as follows:- Material. Labour. Changes. Total. Hand Brake Equal.Shaft. 11/2 16/11 175% Rear Brakes(we should 1/5/6 1/5/4 save 1/3rd of present cost) 1/2 Rear Brake 5/- 4/3 intermediate levers. TOTAL. £2/1/8 £2/6/6 £4/1/4 £8/9/6. The large saving shewn then is not all due to using Girling brakes, and it is not correct, therefore, to credit the Girling system with it. If we accept the Experimental Department figures showing a saving of £12/14/-, and subtract £8/9/6 the Girling brake would appear to be £4/4/6 cheaper than our own scheme. The Experimental figures for Girling however do not include any assembly labour necessary for fitting Girling parts on to our own axle. The costs shown moreover are based on a quotation for bought out brake assemblies | ||