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).
Using specialist-made parts versus in-house production, comparing approaches to American manufacturers and durability standards.
| Identifier | ExFiles\Box 173\3\ img102 | |
| Date | 4th April 1934 | |
| -17- HR/REL.8/KH.4.4.34. We appreciate we have not such a plethora of specialist at our disposal here, but on the other hand, a number of them are represented in England, and there are other English specialists whose products shew promise. We know the difficulties in getting anyone to make the quality we require in small quantities: on the other hand, Cadillacs have the same problem in their 16 cyl., and Packards with their 12, yet they use specialist made parts extensively and we consider build exceedingly good automobiles. It is significant that the tendency in America is more and more to allow the specialist to engineer and manufacture parts where he can do so advantageously. In this respect Ford has had to modify his outlook, in spite of his fantastic production, to compete with Chevrolet, and one finds parts of his being produced all over the Country. These even include bearings, valves, pistons, apart from chassis components. Briefly, therefore, we suggest that our existing attitude of avoiding proprietary made parts at all cost is worthy of reconsideration in that the possible loss of work to the factory may be more than compensated for by the relief afforded to our design and experimental departments; and the engineering and running experience of the producer may be of great value in enabling us to concentrate on other problems which are peculiar to the Rolls-Royce product. Alternatively, if it is considered that the present policy is the right one, that we should expand our design and experimental departments until we have at least one specialist in each section dealing exclusively with the part in question. In the second place, the Americans have during the past two years increased the severity of the test of the completed product considerably. The mileage to determine durability is now nearer 50,000 than 25,000. We consider that we should certainly raise our acceptance test of a new model to 25,000 miles. A new design of engine unit is expected to run 100 hours full throttle at 3/10 full speed. This we think is another standard we might establish. | ||