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).
Secret policy document outlining the completion of existing projects and plans for new developments.
| Identifier | ExFiles\Box 148\5\ scan0351 | |
| Date | 14th June 1938 | |
| 1260 also R-R's Policy SECRET Rm{William Robotham - Chief Engineer}2/R.14.6.38. (A) COMPLETION OF EXISTING PROJECT. (1) Wraith Replacement. Scheme drawings of the necessary - (a) Radiator and bonnet. (b) Increased track rear axle. (c) Pieces for 3" longer frame. (2) B.50, B.III & Wraith Replacement with 8-cyl. engine. (a) Altered front cross member. (b) Hydraulic front brake operation. (c) Servo to rear brakes only, pedal to front. (d) New radiator and bonnet positions to suit longer engine. (3) General purpose saloon on B.III with a shortened wheelbase. B.III frame shortened 3" or as much as possible forward of the dash to take advantage of the Cast Iron engine with single fan drive, and body raised to go with B.50 radiator. This will enable an owner-driver saloon to be produced with 3" more body space than B.III on a chassis having 3" less wheelbase, spare wheel to be carried at back. (4) Provision for longer rear road springs and 20-gallon tank at the rear of existing B.50 chassis. It is anticipated that, judging from the weight of the first B.50 body, the existing rear road springs are going to be rather un-economic. Schemes required to see if both wider and longer rear road springs can be provided without tearing up too much of the existing car. A 20-gallon tank should be considered at the same time. If this looks like spoiling B.50 interchangeability it should be deferred until the P.III Wraith replacement frame is evolved. (5) Crank for 6-cyl. engine with higher critical speed and harmonic type damper. With Packard type balance weights, better proportioned crankshaft, a flexible flywheel and a harmonic damper, we believe we can get rid of the fringe of the master period which haunts us @ 4,000 R.P.M. at present. Improved shaft would be applicable to 8-cyl. engine. Lighter con-rod big ends should also be schemed. | ||