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).
Status report on engineering modifications and experiments for Phantom III and Bentley models.
| Identifier | ExFiles\Box 154a\3\ scan0317 | |
| Date | 8th October 1937 | |
| -2- 8.10.37. to us whether this sheet is completed or not, as it is simply a device for making it easier to produce good motor-cars. We consider, however, that it should be completed forthwith. 25.8.37. Engine Coupling Rear. P.III. This experiment was instigated by production and was intended to help them. The sheet is at present held up for RHC{R. H. Coverley - Production Engineer}'s signature. It is quite immaterial to us whether the sheet is completed or not. 2.9.37. Stay between gearbox and engine. P.III. Now already on production. Held up by RHC.{R. H. Coverley - Production Engineer} This appears to us to indicate the complete futility of the standardisation sheets, as everybody agrees it is an improvement, but it has got on to customers cars without being cleared by the standardisation sheet. 7.9.37. Modification to cyl. block. Bentley. This sheet was returned from Hs.{Lord Ernest Hives - Chair} signed to-day. It could be brought in on the 1st chassis in 'M' Series. 14.6.37. Rubber Washer for securing Bumper Bar. BENTLEY. We believe this is the only really satisfactory scheme for holding the bumper bar weights. As we understand that this actually saves money, we do not see why G/Rb.{R. Bowen} is holding up the sheet. 30.8.37. Raised Front Engine Mounting. BENTLEY. In view of the fact that this involves cantilever pedals, etc., we have agreed that it is not worth bringing this on to production at the present juncture. 15.9.37. Radiator Yoke with rear cross bracing. P.III. Sheet held up by Hs.{Lord Ernest Hives - Chair} Da.{Bernard Day - Chassis Design} and RHC.{R. H. Coverley - Production Engineer} This has been held up while production went into the question of tools. It was found that the tooling cost would be £475 spread over about 100 cars, because a complete modification in the manufacture of the yoke piece is contemplated before very long. It was, therefore, suggested by the Expt. Dept. that the pieces should be made by using the existing yoke pieces, and modifying them by hand. Since it | ||