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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).
Metal coachwork development, detailing discussions with Mr Ward of Park Ward on the costs and viability of all-steel bodies.

Identifier  ExFiles\Box 117\1\  scan0059
Date  13th November 1935
  
Sg.{Arthur F. Sidgreaves - MD} and-Wsr. from E.{Mr Elliott - Chief Engineer}

c. O-W-Hr.
c. Hs.{Lord Ernest Hives - Chair} By.{R.W. Bailey - Chief Engineer}

Rm{William Robotham - Chief Engineer}
X1021

E.2/BP.13.11.35.

Metal Coachwork Development.

Last Thursday we had Mr Ward up here on general coachwork questions and one of the subjects discussed was the development of metal bodies.

We have two techniques for this in view, one the all steel body, and the other the light alloys development, each of which possesses its own peculiar advantages and disadvantages.

We have, as previously pointed out, been following up the latter with a view to obtaining a medium more suitable for the production of one off bodies to avoid rusting and to save weight.

The development of the steel body, however, has now reached a stage where certain important points have become apparent. The greatest difficulty that has stood in its way appears to have been removed based on Park Ward's experience in constructing steel bodies, and that is the question of die and tool costs involved. Actually Mr Ward definitely states that he is prepared to undertake the building of an all steel body for a Phantom 3 on similar lines to the Bentley tested in France at an extra cost of only £45 above the price already agreed by Sales for normal coachwork on this chassis. This charge is to cover the cost of wooden patterns for forming in lieu of dies, and represents the total increase he requires for an order for one body only. He states he is also prepared to accept an order for steel coachwork on the same terms from a private customer as soon as Park Ward's have committed themselves to an announcement on this question of metal coachwork.

Personally I regard this as a most important and revolutionary situation and assuming that Mr Ward's figures can be relied upon it means that we are now definitely able to have steel coachwork to suit individual customers in place of the normal type at a comparatively trifling extra cost.

In making his estimates Mr Ward has we understand
  
  


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