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).
Chassis costs, specifically comparing the design and fixing of exhaust and intake silencers against those on a Packard car.
| Identifier | ExFiles\Box 86\3\ scan0160 | |
| Date | 20th March 1936 | |
| x223 ? Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} c. E.{Mr Elliott - Chief Engineer} c. Wor.{Arthur Wormald - General Works Manager} c. By.{R.W. Bailey - Chief Engineer} c. Da.{Bernard Day - Chassis Design} c. RHC.{R. H. Coverley - Production Engineer} Sft{Mr Swift}1/BH.20.3.36. CHASSIS COSTS. In reply to Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer}14/KW.3.3.36 and Hs{Lord Ernest Hives - Chair}/Wym.{G. Harold Whyman - Experimental Manager}2/KW. 4.2.36, dealing with Exhaust Systems and their present cost, the point that there is a possibility of a reduction in cost must give cause for general satisfaction. With regard to the cost of Intake Silencers, we would refer you to our previous report on the Packard Car, and would point out that any adverse criticism was not in any way directed against the manufacturers of the car, but to combat the constantly reiterated statements that the American production equalled and sometimes surpassed our own, both in quality, design, and workmanship. It should be appreciated that our examination of the Air Silencer was only an external one. We did not carry out what in effect, was a post-mortem examination. Our statement that the Air Silencer was easily placed in position by reason of its one piece fixing, is still correct, and definitely takes appreciably less time to assemble to the engine than in the case of our design. The claim that the strengthening Stay also is a fixing point may be admitted, but it is more an auxilliary to the main fixing, much in the same category as a guy rope is to a flagstaff. If it is claimed therefore, that the Packard Silencer has more than one point of fixing, we must call attention to the fact that we have at least six points of fixing to the Engine. To illustrate this, we would suggest that a photograph be taken of both systems, as shown on the Chassis? With regard to the photographs, these do not, in the case of the R.R. unit, show the whole story, as the Downtake Pipe, Coupling, Air Intake, and connection to the Rocker Cover are not included. The photographs however, do | ||