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).
The condition of a Barker Cabriolet body after extensive mileage and a defence of English coachwork.
| Identifier | ExFiles\Box 71\1\ scan0288 | |
| Date | 11th April 1927 | |
| LHS{Lord Herbert Scott}/WT/11.4.27. BJ. C O A C H W O R K.{Mr Kilner} The C.S.C. have read Hs{Lord Ernest Hives - Chair}3/LG29.3.27 with interest. In the first place it should be pointed out that before going to France on the present occasion, this particular 12 months old Barker Cabriolet had already been used for :- (a) a 10,000 mile road test in France at a high average speed (we understand the highest average speed yet maintained by a 20 H.P. car on the 10,000 mile test) (b) transport work at West WitteringHenry Royce's home town and elsewhere. so that the total mileage covered by the body is probably in the neighbourhood of 15,000/18,000 miles. We have strong recollections that at the conclusion of the first 10,000 miles W.commented favourably on the way the body had stood up. In any case the Coachbuilders ought to have had an opportunity of going over the body before it commenced a second 10,000 miles, and of modernising the obsolete features such as the windscreen which, from the description, is an old type not now recommended by the C.S.C. In common fairness to Barkers they should have an opportunity of examining the body and of answering the very damning charges brought against an English Coachbuilder. In addition, investigations should be made to show whether the troubles are in any way due to the use of a sub-frame. At the time the body was put in hand doubts were expressed as to whether the sub-frame would prove suitable for a body of this type having a heavy folding head. The C.S.C. believe that quite possibly the Weymann or Flexible type of body would withstand the severe treatment resulting from W. 10,000 miles test better than rigid type bodywork, and in fact have run one experimentally, but the appearance of such bodies is not yet good enough for the majority of our class of customer. Regarding the sweeping statement that English bodywork "rapidly deteriorates when used on Continental roads" and the inference that a foreign made body would not do so, it is not our experience that English coachwork suffers to this degree when used by clients under normal touring conditons, and we would like W. to give us specific instances where a | ||