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).
Comparative analysis of a Packard automobile's design and manufacturing processes.
| Identifier | ExFiles\Box 127\1\ scan0258 | |
| Date | 20th December 1935 | |
| -16- Sft{Mr Swift}/Sct1/BH.20.12.35. must be made to a fine limit if the ultimate adjustment for correct pivot lean is to be obtained. At one time, Road Springs, without sacrificing quality were supplied with a limit allowed of one tenth of an inch, and now springs, as well as spring clips, particularly of the four prong pattern, must definitely be within .002" or else they are of no use, and consequently this means that hand work is increased. We are glad to have had the opportunity of inspecting, if only externally, this car, recognised as it is, as one of the U.S.A's leading automobiles. In conclusion, it is apparent that the Packard design has been developed along the lines of definite elimination of expensive forgings and castings, and their replacement by simple pressings, and reducing the number of processes to a minimum. As an instance of this, we would take, for example, the Rear Axle Differential Casing. We estimate that the Packard would require 7 or 8 processes to finish it ready for the wheel, to be fitted, whereas on the Rolls-Royce equivalent, 32 processes are necessary. We are of the opinion that, given a similar design and quantities to produce, a car at their price would not present any special difficulties to us. Further we are of the opinion that the Packard does not represent such good value for money as does the Rolls-Royce product. Sft.{Mr Swift} | ||