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).
Comparing the weights of the Phantom III and Phantom II models.
| Identifier | ExFiles\Box 96\4\ scan0093 | |
| Date | 31th August 1936 | |
| GRY{Shadwell Grylls} X356 To Sg.{Arthur F. Sidgreaves - MD} and Wor.{Arthur Wormald - General Works Manager} from E.{Mr Elliott - Chief Engineer} c.c. Hs.{Lord Ernest Hives - Chair} Ox. Dy.{F R Danby} Pen. Phantom III Weights. While we agree generally with the recommendations of Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer}4/KW.26.8.36 we think that the facts with regard to Phantom III might be better presented. If we exclude the weight of front bumper, and increase due to hydraulic jacks, dashboard insulation and extra petrol for increased range, the Phantom III chassis is exactly 1 cwt lighter than Phantom II in spite of the inclusion of other additional features in the design. Taking the average of the last six experimental Phantom III's, 32 to 37-EX, the total weight with one spare wheel plus 87 lbs correction for final production chassis weight, is 52 cwts 9 lbs which is the same weight as the average for Phantom II given in Rm{William Robotham - Chief Engineer}'s table. From the same source the average production Phantom III complete car is 53 cwts 17 lbs. The production coachwork is therefore coming through at over 1 cwt heavier than the experimental bodies, or in other words, the Phantom III is carrying 2 cwts more than the Phantom II in dead weight on a chassis which is 1 cwt lighter. Obviously this process cannot be allowed to continue. Dealing now with the comparison with American performances there are many features which we normally provide on Phantom III that mean additional weight, and are not found on U.S.A. cars as follows:- Custom built coachwork with sunshine roofs dropping divisions, luggage capacity, etc. | ||