Introduction:

Peter Pugh was educated at Oundle and Cambridge. He has written about fifty company
histories, the latest being The Heart of the Matter, on Papworth Hospital in Cambridgeshire.

Short quote: “ It is safe to say that without the Spitfire and the Hurricane and the Marines that
powered them, the Battle of Britain would have been lost”. ( Pugh, page 1 )

Long quote:

Authors Acknowledgments:

He received help from Dave Newill and Dave Piggot who are both senior members of the Rolls
Royce Heritage Trust.

He got full access from Philip Hall to look at Henry Royce Memorial Foundation which held his
manuscripts.

Peter Baines, General Secretary of the Rolls Royce Enthusiasts Club read his manuscript and
corrected him on some vital details.

He got assistance from Mike Evans who was a former chairman of the Rolls Royce Heritage
Trust and this guy bought all the engines, documents, books, files and photographs that he had
collected.

He received help from the plc of Rolls Royce in NY

He received so much help in the two years and a half it took him to write this book.

Chapter Five: We must never be satisfied:

Henry Royce died on 22 April 1933 and Ivan Everden took charge until 1960.

A.G. Elliott joined Rolls Royce from the company;s great rival, Napier, in 1912. When he got to
see the Silver Ghost mechanics and everything, he was astonished. He recognized his work
and that Royce had a wonderful eye for line and proportion instinctively knew the right shape for
every piece, a genius.

Is a cambridge was educated at Ounndle and Cambirdge as well as him writing around fifty
company histories. Peter Pugh incorporates multiple sources such as interviews with previous
or current members of the Rolls Royce trust fund but also assistanc and gained full access to
Henry Royce’s memorial Foundation which contains his manuscripts, all of this helped Peter
Pugh in the two years he took to write this book with historical facts and insight information of
the Rolls Royce.
k. However, Rolls-Royce owners demanded a truly cus-
tom-made product, and so it made sense for Rolls-Royce to concen-
trate its efforts on the engine and chassis, while Britain's venerable
coach-making firms indulged their customers' taste for expensive de-
tails and refinements. With one-off coachwork by a firm such as Barker
or Hooper, a Silver Ghost chassis became a brilliant hybrid of up-to-
date technology and ancient craftsmanship. The firm of Barker had
been in business since the early 1700s and had a long association with
royalty in Brita b
receiving help and talk with people from the Rolls Royce heritage fund, having full access to
Henry Royce’s emorial Foundation which held his manuscripts and received

Reputsation. I would not have done this with any tinpot company."
In spite of the government backing, the RB-211's start-up costs
proved staggering. In early February 1971, the company was forced
into receivership. The news came as a great shock to Lockheed, which
was itself reported to be in serious financial trouble. It was equally
surprising to London financial circles, for until this time Rolls-Royce
had never before reported a loss, even in the depths of the Great
Depression