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).
Component-by-component cost and production comparison against the 20/25 HP model.
| Identifier | ExFiles\Box 1\8\ B001_X100 Engine Chassis-page129 | |
| Date | 12th December 1932 | |
| -2- Wor.{Arthur Wormald - General Works Manager} Contd. Sft{Mr Swift}2/BH.12.12.32 We understand there is a new type of Flywheel and Clutch named the Borg and Beck type. We have not had any particulars of this, and if this design should be cheaper to produce then further reductions should be anticipated, if we are to fit this. We understand that E's Dept. have been in communication with W.W. with a view to giving us a more economical design on the Flywheel and Clutch. 6. 1st and 3rd MOTION SHAFT. - In this case there is extra work compared with the 20/25 HP. A coupling of Case-Hardening Steel (C.H.N.S) with internal teeth is dearer to produce than the flanged scheme on the 20/25 HP. Chassis. 7. 2nd MOTION SHAFT. - Here again this section is dearer than the 20/25 HP. there being an extra Gear to produce, and two Distance Pieces which also are formed in the place of one plain tube on the 20/25 HP. 8. VALVES AND FITTINGS. - We have reduced this section approximately 15 to 18%, and we are now putting up to the D.O. another suggestion for alteration to limits. Although it will only save a few minutes, as there are 12 off, it is well worth while. In any case, the Tappet Boxes with Bushes etc. are quite as costly to produce as those of the 20/25 HP. and in addition, owing to the fact it will have to come in with the Engine Assembly, it is likely to be a man's labour as compared to boy's on 20/25 HP. 9. WIRE FITTINGS. - This section is of course the same as the 20/25 HP. although we have made a small reduction, we cannot see we can do any more in this direction. Perhaps the Design Office can suggest something. 10. INLET PIPES. - This section is a slightly dearer proposition than the 20/25 HP. and I am sure that all who look at the design will agree with this. 11. CAMSHAFT. - This is definitely a dearer proposition than the 20/25 HP. There is one extra Bearing to be made and ground. In addition there is an extra Gear, and an extra Cam. It is slightly shorter we admit, but you do not get much gain from this as owing to the turning being done by a number of tools, it merely means the distance travelled is 1/8" or 1/4" less. The gashing of course takes precisely the same time, the fact that the widths are slightly less does not mean any economy from a gashing point of view. Milling and grinding of the extra Cam, and then | ||