Rolls-Royce Limited was a Britishluxury car and later anaero-engine manufacturing business established in 1904 inManchester by the partnership ofCharles Rolls andHenry Royce. Building on Royce's good reputation established with hiscranes, they quickly developed a reputation for superior engineering by manufacturing luxury cars. The business was incorporated as "Rolls-Royce Limited" in 1906, and a new factory inDerby was opened in 1908. TheFirst World War brought the company into manufacturing aero-engines. Joint development ofjet engines began in 1940, and they entered production in 1944.^[1] Rolls-Royce has since built an enduring reputation for the development and manufacturing of engines for military and commercial aircraft.

Rolls-Royce Limited

Formerly	'Rolls-Royce Limited' (1906–71) 'Rolls-Royce (1971) Limited' (1971–77) 'Rolls-Royce Limited' (1977–86) 'Rolls-Royce plc' (1986)
Company type	1906:private limited company 1907:public limited company 1971:state-owned company as 'Rolls-Royce (1971) Limited' (re-named in 1977 to' Rolls-Royce Limited', then re-named in 1986 to 'Rolls-Royce plc')
Industry	Automotive Manufacturing
Predecessor	Partnership of Rolls and Royce (1904–1906)
Founded	Manchester, United Kingdom 1906(as a private company) 1971(as a state-owned company)
Founders	Charles Rolls Henry Royce
Defunct	April 1987
Fate	1971: voluntaryreceivership (most assets were bought by theBritish government) State-owned company until: Motors sold toVickers (1980) Aerospace sold to the public asRolls-Royce plc (1987)
Successors	Automotive:Rolls-Royce Motors Aerospace:Rolls-Royce Holdings
Headquarters	Derby , United Kingdom
Key people	Claude Johnson Ernest Hives Adrian Lombard
Products	Automobiles Civil and military aero-engines Marine propulsion systems Power generation equipment
Subsidiaries	Significant subsidiaries 1931:Bentley Motors 1939:Park Ward 1959:H. J. Mulliner & Co. 1961:Mulliner Park Ward 1966: Bristol Aircraft Holdings –Bristol Aeroplane Company –Bristol Siddeley Engines 1973:Rolls-Royce Motors

In the late 1960s, Rolls-Royce was adversely affected by the mismanaged development of its advancedRB211 jet engine and consequent cost over-runs, though it ultimately proved a great success. In 1971, the owners were obliged to liquidate their business. The useful portions were bought by a newgovernment-owned company named "Rolls-Royce (1971) Limited", which continued the core business but sold the holdings inBritish Aircraft Corporation (BAC) almost immediately and transferred ownership of the profitable but now financially insignificant car division toRolls-Royce Motors Holdings Limited, which it sold toVickers in 1980. Rolls-Royce obtained consent to drop the '1971' distinction from its company name in 1977, at which point it became known once again as "Rolls-Royce Limited".

The Rolls-Royce business remained nationalised until 1987 when, after having renamed the company to "Rolls-Royce plc", theBritish government sold it to the public in ashare offering. Rolls-Royce plc still owns and operates Rolls-Royce's principal business, although, since 2003, it is technically a subsidiary ofRolls-Royce Holdings plc, a listedholding company.

Henry Royce started an electrical and mechanical business in 1884. He made his first car, a two-cylinder Royce 10, in hisManchester factory in 1904. Henry Royce was introduced toCharles Rolls at theMidland Hotel, Manchester on 4 May of that year. Rolls was proprietor of an early motor car dealership, C.S. Rolls & Co. inFulham.^[2]

In spite of his preference for three- or four-cylinder cars, Rolls was impressed with the Royce 10, and in a subsequent agreement on 23 December 1904 agreed to take all the cars Royce could make. There would be four models:

• a 10 hp (7.5 kW), two-cylinder model selling at £395, about £50,000 in 2021,^[3]
• a 15 hp (11 kW) three-cylinder model selling at £500, about £60,000 in 2021,^[3]
• a 20 hp (15 kW) four-cylinder model selling at £650,about £70,000 in 2021,^[3]
• a 30 hp (22 kW) six-cylinder model selling at £890, about £100,000 in 2021,^[3]

All would be badged as Rolls-Royces and be sold exclusively by Rolls. The first Rolls-Royce car, theRolls-Royce 10 hp, was unveiled at theParis Salon in December 1904.

Rolls-Royce Limited was formed on 15 March 1906, by which time it was apparent that new premises were required for production of cars. After considering sites in Manchester,Coventry,Bradford andLeicester, it was an offer fromDerby's council of cheap electricity that resulted in the decision to acquire a 12.7 acres (51,000 m²) site on the southern edge of that city. Thenew factory was largely designed by Royce, and production began in early 1908, with a formal opening on 9 July 1908 bySir John Montagu. The investment in the new company required further capital to be raised, and on 6 December 1906, £100,000 of new shares wereoffered to the public. In 1907, Rolls-Royce bought out C.S. Rolls & Co.^[4] The non-motor car interests of Royce Ltd. continued to operate separately.

During 1906 Royce had been developing an improvedsix-cylinder model with more power than theRolls-Royce 30 hp. Initially designated the 40/50 hp, this was Rolls-Royce's first all-new model.^[5] In March 1908,Claude Johnson, Commercial Managing Director and sometimes described as the hyphen inRolls-Royce,^[6] succeeded in persuading Royce and the other directors that Rolls-Royce should concentrate exclusively on the new model, and all the earlier models were duly discontinued.^[2] Johnson had an early example finished in silver and named, as if it were a yacht,Silver Ghost. Unofficially the press and public immediately picked up and used Silver Ghost for all the 40/50 cars made until the introduction of the 40/50 Phantom in 1925.^[7]

The new 40/50 was responsible for Rolls-Royce's early reputation with over 6,000 built. Its chassis was used as a basis for thefirst British armoured car used in bothworld wars.^{[citation needed]}

Aero-engine manufacturing began in 1914 at the government's request.^[2] The first model, the Rolls-Royce Eagle, entered production in 1915. Two Eagles poweredAlcock and Brown's first non-stop trans-Atlantic crossing by aeroplane mounted on their convertedVickers Vimy bomber.^{[citation needed]}

In 1921, Rolls-Royce opened a new factory inSpringfield, Massachusetts in the United States to help meet a three-year backlog demand where a further 1,703 "Springfield Ghosts" and 1,241 Phantoms were built.^[8] This factory was run by subsidiary Rolls-Royce of America, Inc., and operated for 10 years, with the first car being completed on January 17, 1921, that being a Silver Ghost with a documented chassis price of US$11,750 ($207,138 in 2024 dollars^[9]).^[8] When the factory closed in 1931, 2,944 total vehicles had been produced.^[8] It was located at the former American Wire Wheel factory on Hendee Street, with the administration offices at 54 Waltham Ave.^[10] Springfield was the earlier location for theDuryea Motor Wagon Company, the location where the first American gasoline-powered vehicle was built. Bodies for American assembly were supplied byBrewster & Co. inLong Island City, New York.^[8]

After the First World War, Rolls-Royce successfully avoided attempts to encourage British car manufacturers to merge. Faced with falling sales of the 40/50 Silver Ghost in short-lived but deep postwarslumps Rolls-Royce introduced the smaller, affordableTwenty in 1922, effectively ending the one-model policy followed since 1908.^[2]

The new 40/50 hpPhantom replaced theSilver Ghost in 1925. The Phantom III, introduced in 1936, was the last large pre-war model. A strictly limited production of Phantoms for heads of state recommenced in 1950^[4] and continued until the Phantom VI ended production in the late 1980s.^{[citation needed]}

In 1931, Rolls-Royce acquiredBentley, the small sports/racing car maker and potential rival,^[2] after the latter's finances failed to weather the onset of theGreat Depression. Rolls-Royce stopped production of the newBentley 8 Litre, which was threatening sales of their current Phantom, disposed of remaining Bentley assets and using just the Bentley name and its repute.

After two years of development Rolls-Royce introduced a new and quite different ultra-civilised medium-size Bentley, theBentley 3½ Litre. Advertised as "the silent sports car" and very much in the Rolls-Royce mould, it was a private entry byEddie Hall (but supported by Rolls-Royce) in the 1934, 1935 and 1936RAC Tourist Trophy sports car races on theArds Circuit, where it recorded the fastest average speed in each year (ahead of Lagondas and Bugattis). This helped the Sales Department as old Bentley customers had been inclined to doubt that the newCrewe Bentley could out-perform its famous predecessors.^[12]

Immediately after World War II (when fully-tooled pressed-steel cars were produced in the factory, rather than chassis sent to a coachbuilder for a custom-built body^[13]) until 2002, standard Bentley and Rolls-Royce cars were usually nearly identical – Bentleys werebadge engineered; only the radiator grille and minor details differed.

In 1933, the colour of the Rolls-Royce radiator monogram was changed from red to black; because the red sometimes clashed with the coachwork colour selected by clients, and not as a mark of respect for the death of Royce later that year as is commonly stated.^[14]

The British government built ashadow factory inCrewe in 1938 for Rolls-Royce where they could build theirMerlin andGriffon aero engines. Car production was moved there in 1946 for space to construct bodies and to leave space for aero engines at Derby. The site was bought from the government in 1973.^[2] It is nowBentley Crewe.

In 1940, a contract was signed with the Packard Motor Car Company in Detroit, Michigan, for the production of Merlin aero-engines forWorld War II in the USA.

Production focused on aero engines but a variant of the Merlin engine, known as theMeteor, was developed for theCromwell tank. The Meteor's development completed in 1943 the same team at the Belper foundry restarted work on an eight-cylinder car engine widening its uses and it became the pattern for the British Army'sB range of petrol engines for post war combat vehicles^[2] in particular inAlvis'sFV600 range,^{[nb 2]}Daimler'sFerret,Humber'sHornet andPig andAustin'sChamp.

After the war, in 1946, Rolls-Royce and Bentley car production moved to Crewe where they began to assemble complete Rolls-Royce and Bentley cars with body pressings made by thePressed Steel Company (seeW. A. Robotham). Previously they had built only the chassis, leaving the bodies to specialist coach-builders. In 1939, Rolls-Royce brought one of the specialist coachbuilders completely in-house by buying the remaining capital ofPark Ward Limited which, since 1936, in conjunction with Rolls-Royce had been building short production runs of all-metal saloon bodies on Bentley chassis.

In 1959, Rolls-Royce bought coachbuilderH J Mulliner^[2] and the two businesses were put together as H J Mulliner Park Ward.

Luxury cars did not fit with the new mood of post-war austerity. After starting design and development of what became their C series diesel engine range in 1948, Rolls-Royce began to producediesel engines in 1951. By 1955, it provided diesel engines for automotive, railway, industrial, earth-moving and marine use.^[2]

Sentinel (Shrewsbury) Limited was bought in 1956. Sentinel made machine tools and industrial locomotives. Rolls-Royce took over Sentinel'sShrewsbury factory for diesel engine production and all its diesel work was transferred there.^[2]

West Riding manufacturer of diesel shunting locomotives,Thomas Hill (Rotherham) Limited, was added to the group in 1963.^[2]

In 1973, when Shrewsbury activities were put under the umbrella of new owner, Rolls-Royce Motors, the range of diesel engines included:

• C range: 4, 6, and 8 cylinder engines with power output from 100 to 450 bhp. Used in generating sets, compressors etc., construction equipment, railway and other industrial purposes and marine propulsion.
• Eagle: a modified version of the C range 6-cylinder engine named Eagle is used in heavy vehicles, their output 200 to 300 bhp.
• D range: V engines with outputs from 400 to 750 bhp for generating sets, marine and railway applications.^[2]

In 1907, Charles Rolls, whose interests had turned increasingly to flying, tried unsuccessfully to persuade Royce and the other directors to design an aero engine. WhenWorld War I broke out in August 1914, Rolls-Royce (and many others) were taken by surprise. As a manufacturer of luxury cars, Rolls-Royce was immediately vulnerable, and Claude Johnson thought the bank would withdraw its overdraft facility on which Rolls-Royce depended at that time. Nevertheless, believing that war was likely to be short-lived the directors initially decided not to seek government work making aero engines. However, this position was quickly reversed and Rolls-Royce was persuaded by theWar Office to manufacture fifty air-cooledV8 engines under licence fromRenault.^[4] Meanwhile, theRoyal Aircraft Factory asked Rolls-Royce to design a new 200 hp (150 kW) engine. Despite initial reluctance, they agreed, and during 1915, developed Rolls-Royce's first aero engine, the twelve-cylinderEagle. This was quickly followed by the smaller six-cylinderHawk, the 190 hp (140 kW)Falcon and, just before the end of the war, the larger 675 hp (503 kW)Condor.

Throughout World War I, Rolls-Royce struggled to build aero engines in the quantities required by theWar Office. However, with the exception ofBrazil Straker in Bristol, Rolls-Royce resisted pressure to license production to other manufacturers, fearing that the engines' much admired quality and reliability would risk being compromised. Instead the Derby factory was extended to enable Rolls-Royce to increase its own production rates.^[4] By the late 1920s, aero engines made up most of Rolls-Royce's business.

Henry Royce's last design was theMerlin aero engine, which was first flown in prototype form in 1935, although he had died in 1933. This was developed from theR engine, which had powered a record-breakingSupermarineS.6B seaplane to almost 400 mph (640 km/h) in the 1931Schneider Trophy. The Merlin was a powerful supercharged V12 engine and was fitted into manyWorld War II aircraft: the BritishHawker Hurricane,Supermarine Spitfire,de Havilland Mosquito (twin-engine),Avro Lancaster (four-engine) (a development of the Avro Manchester with its unreliableRolls-Royce Vulture engines),Vickers Wellington (twin-engine); it also transformed the AmericanNorth American P-51 Mustang into a competitor for the best fighter of its time, its engine a Merlin engine built byPackard under licence. Over 160,000 Merlin engines were produced, including over 30,000 by theFord Motor Company at Trafford Park, Manchester. During the war most Rolls-Royce flight testing of engines was carried out fromHucknall Aerodrome. The Merlin crossed over into military land-vehicle use as theMeteor powering theCenturion tank among others. Many Meteor engines used engine blocks and parts that failed requirements for high performance engines, but were suitable for use in the derated 480 kW (640 hp) Meteor.

In December 1942, over a "five-shilling meal" at the Swan and Royal hotel inClitheroe,Stanley Hooker andErnest Hives of Rolls-Royce agreed withSpencer Wilks of the Rover Car Company that Rolls-Royce would take over top secret work on the development of the jet engine.^[15] An exchange of assets followed withRover and in the post-World War II period Rolls-Royce made significant advances ingas turbine engine design and manufacture. TheDart andTyneturboprop engines were particularly important, enabling airlines to cut times for shorter journeys whilst jetairliners were introduced on longer services. The Dart engine was used inArmstrong Whitworth AW.660 Argosy,Avro 748,Fokker F27 Friendship,Handley Page Herald andVickers Viscount aircraft, whilst the more powerful Tyne powered theBreguet Atlantique,Transall C-160,Short Belfast, andVickers Vanguard, and theSR.N4hovercraft. Many of these turboprops are still in service.

Amongst thejet engines of this period was theRB163 Spey, which powers theHawker Siddeley Trident,BAC One-Eleven,Grumman Gulfstream II andFokker F28 Fellowship.

During the late 1950s and 1960s there was a significant rationalisation of all aspects of British aerospace and this included aero-engine manufacturers. In 1966 Rolls-Royce acquiredBristol Siddeley (which had resulted from the merger ofArmstrong Siddeley andBristol Aero Engines in 1959) and incorporated it as the Bristol Siddeley division. Bristol Siddeley, with its principal factory atFilton, nearBristol, had a strong base in military engines, including theOlympus,Viper,Pegasus (vectored thrust) andOrpheus. They were also manufacturing theOlympus 593 Mk610 to be used inConcorde in collaboration with SNECMA. They also had a turbofan project with SNECMA.

According to the prospectus published for the 1987 issue of shares to members of the public Rolls-Royce was by then one of only three enterprises outside USSR and China able to design develop and produce large gas turbine engines. At that time its engines were installed in the aircraft of more than 270 civil carriers and were used by 110 armed services and 700 operators of executive and corporate aircraft.^[16]

In addition, its turbines powered the naval vessels of 25 different nations. Over 175 industrial customers operated Rolls-Royce gas turbines for power generation, gas and oil pumping and other industrial purposes. Its single most important customer was the United Kingdom's government. In the preceding five years about 70 per cent of production went outside the United Kingdom.^[16]

Leavesden Aerodrome, Watford was originally owned by theMinistry of Defence and used during World War II for the manufacture of Mosquito and Halifax aircraft. For a number of years, Rolls-Royce used the site for the manufacture of helicopter engines until the site closed in June 1993. The former Rolls-Royce factory at Watford is now known as theLeavesden Film Studios and has produced world-famous films, including theJames Bond,Star Wars andHarry Potter series.

The amalgamations and disappearances of the 1950s and 1960s left a small number of major airframe manufacturers based in only a few countries. The competition for the very large contracts to supply their engines grew intense. Expensive research and development became vital. Real profits came from the maintenance contracts which might peak a whole human generation later. By the 1980s it was said that each generation of aero engines cost around 10 times that of its parent.^[17]

At this time Rolls-Royce employed 80,000 people and it was Britain's 14th largest company in terms of manpower. It was generally known that problems had recently arisen requiring government support of the RB211 programme as one outcome of intense financial competition withPratt & Whitney andGeneral Electric^[18] for the original RB211 contract.^[19]

In the new year of 1971 financial problems caused largely by development of this newRB211turbofan engine designed and developed forLockheed Aircraft Corporation's newL-1011 TriStar led, after several government-provided cash subsidies, to the recognition Rolls-Royce had no resources left and it voluntarily entered receivership 4 February 1971.^[20]

There were said to have been acrimonious telephone conversations between US presidentRichard Nixon and the British prime ministerEdward Heath but these were subsequently denied. Responding to questions as to how the situation could have arisen the chief executive advised that in their calculations they were guided by the success of their estimates in the launching of theirSpey engine.^[21]

Had the government simply nationalised Rolls-Royce it would have been unable to avoid the obligations to Lockheed.^[22]

The situation was handled in the usual manner with the assets being sold for cash, in this case to the government, leaving the massive liabilities to be dealt with by Rolls-Royce Limited using the funds realised by the sale. However the government would not fix a purchase price for the assets until the situation became clearer because without a continuing business many of them might be worthless.^{[23][nb 3][24]} In the meantime the government would use the assets to continue the activities of the aero-engine, marine and industrial gas turbine and small engine divisions that were important to national defence, the collective programmes with other countries and to many air forces and civil airlines.^[25] A new company (1971) was incorporated that May to purchase substantially the whole of the undertakings and assets of the four divisions of Rolls-Royce connected with gas turbine engines. The original company, Rolls-Royce Limited, was placed in liquidation on 4 October 1971.^[2]

Asking their own government for support Lockheed warned that a switch to either Pratt & Whitney or General Electric engines would delay production by an extra six months and might force Lockheed into bankruptcy.^[26]

The receiver negotiated with Lockheed which consented to waive damages allowing the plant to be shut down. The continuing support of the trade creditors was also achieved by the receiver in spite of threats to demand immediate payments in full and to withdraw supplies. The first asset sold wasBritish Aircraft Corporation bought equally by Vickers and GEC. The receiver floated Rolls-Royce Motors in 1973.^[22]

The new owner, Rolls-Royce (1971) Limited, had among its board membersLord Cole (a former chairman of Unilever), SirArnold Weinstock (managing director of GEC), Hugh Conway (managing director Rolls-Royce Gas Turbines), DrStanley Hooker (Rolls-Royce Bristol), SirWilliam Cook (an adviser to the Minister of Defence), Sir St. John Elstub (managing director ofImperial Metal Industries), andSir Charles Elworthy (former Marshal of the Royal Air Force andChief of the Defence Staff).^[27]

The new aircraft with its three RB211 engines left USA for the first time and arrived in Paris on 1 June 1971.^[28] At Palmdale California the L-1011 received its US Federal Aviation Administration's certificate of airworthiness on 14 April 1972, nine months late. On the day the chairman of Lockeed said "...we know that in airline service it (RB211) will prove itself to be one of the leading power plants in aviation history".^[29]

The first airliner was delivered to Eastern Air Lines on 5 April 1972 but it had been beaten in the race to production byMcDonnell Douglas'sDC-10.

Rolls-Royce Motors Limited was incorporated on 25 April 1971, two and a half months after Rolls-Royce fell into receivership. Under the ownership of the receiver, it began to trade in April 1971 – manufacturing motor cars, diesel and petrol engines, coachwork and other items previously made by Rolls-Royce's motor car and diesel divisions and Mulliner Park Ward. It continued to take on precision engineering work on sub-contracts.

In June 1971, it acquired all the business and assets used by the motor car and diesel divisions of Rolls-Royce and Mulliner Park Ward. Rolls-Royce Motors' permitted uses of the various Rolls-Royce trade marks were very precisely defined.^[2]

At the end of 1972, Rolls-Royce Motors employees in the United Kingdom numbered 5,855 in the car division and 2,311 in the diesel division, for a total of 8,166 people.^[2] In May 1973, the business was sold to Rolls-Royce Motors Holdings Limited in preparation for itspublic flotation.^[2]

At that time, the Car Division, as well as making cars and special coachwork, carried out investment foundry work and the machining of aero-engine components. It also produced piston engines for light aircraft, together with other petrol and multi-fuel engines. Both divisions carried out development work for the British government.

The car division's headquarters were in Pym's Lane and Minshull New Road,Crewe. Bespoke coachbuilding remained in Hythe Road and High Road,Willesden, London. The Crewe former shadow factory premises were bought from the government at this time.^[2]

The Diesel Division made several types of diesel engine at its premises in Whitchurch Road,Shrewsbury, as well as combustion equipment for aero turbine engines.^[2]

Rolls-Royce Motors products

• Motor cars
• Diesel engines
• Aero turbine engine components and aircraft piston engines mainly for Rolls-Royce 1971
• Other engines and products:

B range of 6 and 8-cylinder petrol engines

K range of multi-fuel engines

various transmissions for fighting and other vehicles

diesel shunting locomotives (Thomas Hill (Rotherham))^[2]

In the event, the flotation met with a disappointing public response, and more than 80 per cent of the issue was left in the hands of the underwriters.^[30]

On 6 August 1980, the shareholders' agreement to the merger of Rolls-Royce Motors Holdings andVickers Limited became unconditional.^[31] Vickers would sell Rolls-Royce Motors toVolkswagen Group in 1998 without the trademark, which was controlled by the aeroengine company, so it was renamed toBentley Motors, withBMW then establishing a new manufacturer namedRolls-Royce Motor Cars.

The Rolls-Royce diesel business was acquired from Vickers in 1984 byPerkins Engines. Perkins further developed the Eagle Diesels into the Perkins TX series of engines.

The name of Rolls-Royce (1971) Limited was changed to Rolls-Royce Limited on 31 December 1977 the end of the company's financial year. The original Rolls-Royce Limited incorporated in 1906 and still in liquidation had been renamed R-R Realisations Limited^{[nb 4]} and had consented in March 1977 to the (1971) company being named Rolls-Royce Limited^[32][33][16]

Limited was replaced by plc (public limited company) in the summer of 1986 so shares could be offered to the public and traded on sharemarkets.^[34]

In April 1987, the government offered for sale all Rolls-Royce plc shares. The heavily advertised issue was a remarkable success.^[35]

Rolls-Royce's was an exceptionally long-term business. Before a civil aero engine went into service, its development could take 4 to 6 years, military engines often longer. Production might then extend a further 50 years including the manufacture of spare parts required long after complete engine production ends.^[16]

Rolls-Royce's competitors wereGE andPratt & Whitney (UTC). Aero engines were then only a part of GE and UTC activities as major industrial groups.

Others includedSNECMA,Turbomeca,MTU,Fiat Aviazione in Europe and USA'sAvco,Garrett and General Motors'Allison. Despite the field being exceptionally competitive, a number of the smaller manufacturers were already in collaboration with GE or with other smaller manufacturers, as was Rolls-Royce as well.^[16]

A marketing survey in 1987 showed that onlyCoca-Cola was a more widely knownbrand than Rolls-Royce.^[36]

At that time Rolls-Royce was organised into five business groups:

1. ICEG Civil Aero – demand governed by airline activity and profitability

• major engines in 1987:

RB211-524, 535 series;

IAE V2500 for Airbus A320, a consortium of Rolls-Royce 30%, Pratt & Whitney 30%,JAEC 23%, MTU 11% and Fiat 6%

Tay, a development of the Spey superfan

• engines out of production but generating a significant demand for spares

Avon (1951), Conway (1960), Dart (1953), Olympus 593 (1976), RB211-22B (1972), Spey (1964), Tyne (1960)

2. MEG Military Aero – demand had been stable recently and so of major importance to Rolls-Royce

• major engines in 1987:

RB199

Pegasus (with vectored thrust for VTOL combat aircraft)

Adour

Spey

Viper

EJ200

• helicopter engines

Gnome

Gem

RTM322

• missile engines

Odin

3. I&M Industrial and Marine – aero derived gas turbine engines

4. Repair and Overhaul

5. Nuclear – submarine steam-raising equipment

together with these Services:

Supply

Corporate Engineering^[16]

chassis-only, no Rolls-Royce built Rolls-Royce body until Silver Dawn

Notes

Bentley Models (from 1933) – chassis only

• 1933–37Bentley 3½ L
• 1936–39Bentley 4¼ L
• 1939–41Bentley Mark V

• Rolls-Royce Thrust Measuring Rig
• Rolls-Royce Mustang Mk.X

• Rowbotham, William Arthur (1970).Silver Ghosts and Silver Dawn. London: Constable.

• "Lessons for Tomorrow from the Old Rolls-Royce" a 1973Flight article byFrancis Rodwell Banks
• Catalogue of the Rolls-Royce Joint Shop Stewards' Combine archives, held at theModern Records Centre, University of Warwick