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).
Policy discussion on chassis power plant design, comparing the B.50 unit with the Phantom III engine and other alternatives.
| Identifier | ExFiles\Box 148\5\ scan0295 | |
| Date | 5th March 1938 | |
| Ron's 1260 also IOHH Rm{William Robotham - Chief Engineer}'s Policy. To By.{R.W. Bailey - Chief Engineer} from Rm.{William Robotham - Chief Engineer} c. Hs.{Lord Ernest Hives - Chair} Rm.{William Robotham - Chief Engineer}3/AP.5.3.38 CHASSIS POWER PLANT DESIGN. The scheme drawings for the cast iron B.50 unit are now virtually completed. The question arises as to what can now be most profitably dealt with. The answer appears to be almost entirely a question of policy. Without incorporating features which would require a lot of development work, such as side valves and side-by-side connecting rods, there are a number of ways in which the cost of the P.III. engine unit can be reduced, a list of which is appended. It can also be adapted to an integral gearbox and left hand drive car. The total cost reduction, however, apart from that produced by labour saving due to improved manufacturing technique, is unlikely to be as much as 15%. The P.III. engine is, however, a white elephant as far as our rationalised production programme is concerned. It is so big that it is doubtful if the simplified gearbox or semi-floating rear axle could possibly be used with it. It needs a much wider frame than any in-line engine of 4½" stroke or less. Its installation is awkward, particularly with regard to exhaust system and radiator. It has no single piece in common with our six cylinder units. Its tax is out of proportion to its displacement. A straight engine overcomes almost every one of these disadvantages if we make it 5½ litres as a maximum, though it may require the best known material for the gearbox gears. We can use the pistons, valves, valve springs, rockers, push rods and conn. rods of our 6 cyl. units. Carburation and exhaust problems are admitted to be, generally speaking, easier than those of a 6 cylinder. The front end drives can be identical with those that we have schemed for B.50. Probably the most successful Company today outside the low priced class is producing nothing but straight eights, i.e. the Buick Co. We admit that we have not always held this view, but it is only recently that we have seen a chance of a rationalised programme. continued | ||