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).
And comparing the rigidity of four different experimental Spectre car bodies.
| Identifier | ExFiles\Box 92\1\ scan0133 | |
| Date | 7th May 1935 | |
| SECRET +304 E/EV.{Ivan Evernden - coachwork}1/MN.7.5.35. To Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} from Ev.{Ivan Evernden - coachwork} Copy to Sg.{Arthur F. Sidgreaves - MD} Wor.{Arthur Wormald - General Works Manager} W. Da.{Bernard Day - Chassis Design} BY.{R.W. Bailey - Chief Engineer} HDY.{William Hardy} GRY{Shadwell Grylls} Re Rigidity of SpectreCodename for Phantom III Bodies. Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer}4/KW.3.5.35. The report on frame and complete car rigidities is of great interest. We note that 30 Ex. was the complete SpectreCodename for Phantom III Car tested. This car has a Standard P.2 Enclosed Limousine Body. The second car, 31 Ex, has an exactly similar body very much lightened and at the same time strengthened by using the Bentley body construction. The number of body attachments has been increased 50% and the mounting made very rigid. We should expect this car to show an improvement on No.1 - 30 Ex. The 3rd. car, 32 Ex, has a Continental Touring Saloon Body which has been first lightened to the Bentley design and then plated and gussetted on the lines of the Cadillac. The mounting is the improved design of 31 Ex. and the dash and scuttle are bolted up solid. We should expect this car to be very superior to either 30 Ex. or 31 Ex. The 4th. body for 33 Ex., so far not instructed, will be a replica of 32 Ex. in outward appearance but still more increased in rigidity by the use of steel panels in the place of aluminium. The body will be still more closely tied to the chassis frame by the use of a modified mounting. It is very obvious that very much more stiffness can be given to the whole car by the body than by any frame bracing that may be designed, provided that coachwork of the completely enclosed form is alone considered. In America this appears to be the case. Contd: | ||