TforH E B U L L E T I N Rol l s-Royce & Ben t l e y en t h usi a s t s Nove mbe r/ D ece mbe r • Iss ue B303
C S Rol l s R a l ly • C a m a rgu e • Nor t h of E ngl a nd R a l ly • Pos t -Wa r m a n ua l Ge a r box es • 17 t h BCC M. S t Mor r i t z
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CHAIRMAN’S NOTES
Recent months have been busy with Section and Register events at which comradeship and bohomie were eveident in abundance. Club volunteers have been hard at work. The NEC Classic Car Show team have rescued several engines and water-damaged display items from the flooded basement of The Hunt House and refurbished them. The Club’s 20 hp chassis now has its original body re-installed and sectioned to show how it was constructed. It complements the sectioned Silver Shadow. As a result, the team are creating a fine display for the show. A new computyer, scanner and printer have been acquired which are capable of scanning and storing all the post-war drawings owned by the Club. This will complement the chassis and test records and pre-war drawings in the Club’s possession which have been stored electronically. Advice from a Conservator has highlighted the fact that the many paper records in The Hunt House have not been properly maintained or conserved in the past and many of the drawings are dirty and, n some cases, have been water damaged. In addition, the archives require identification, sorting, indexing and storage in a logcal fashion. Therefore, it has been decided that the Club will establish a proper conservation and archiving function in order to ensure that the records and archives will survive long-term and be accessed with efficiency. In conjunction with this, improved services to members in researching and recording the history of our cars will be established and maintained. To n y J a m e s
CONTENTS
In This Issue Chairman’s Notes From the Editor CARs Noticeboard Spares Corner AGM Notice Brain Teaser no.6 C h a i r m a n ’ s C h a r i t y D r aw 2 0 1 1 The Rolls-Royce Camargue Book Review 31st North of England Rally Member’s Discounts Soth of England Rally 2011 P o s t - Wa t M a n ua l G e a r b o x e s International Rall 2011 Spirit of Ecstast Centenary 2011 17th BCCM, St Moritz Section News Registers New Members List Correspondance Events
02 04 15 15 16 18 18 22 23 27 28 31 31 32 36 37 38 41 59 66 69 70
Editor: Julian Spencer Production Editor: Julia Meadowcroft The Bulletin is published every other month. Photographs illustrations, features, members’ letters and announcements are always welcome. Deadline for material for the next Bulletin: 6 December 2010. Although every effort is made to ensure accuracy, we cannot be held responsible for statements published in good faith.
The name Rolls-Royce, the Rolls-Royce Badge and the linked RR Device are trademarks of Rolls-Royce plc and are used by the Club under licence. Designed by St James’s House, printed by XXXX
© 2010 - Reproduction of materia published in this issue in part or in whole without written permission is expressly forbidden. Copyright is normally vested in the contrbutor and applcation should be made in the first instance to the Editor.
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FROM THE EDITOR Earlier this year, Club members enjoyed a C S Rolls Commemorative Rally based in Monmouth in Wales. The event commemorated the centenary of the death of C S Rolls in a flying accident in 1910. A report written by Kelvin Price on this highly successful event can be found in this Bulletin. Kelvin also sent in two interesting early pictures of the ‘Silver Ghost’ (60551) aka ‘AX 201’ taken in Monmouth in April 1016. The first picture (1) shows AX 201 beside the statue of Rolls in Agincourt Sqaure, Monmouth and the seond picture (2) shows AX 201 near the 13th Century gatehouse bridge over the River Monnow in Monmouth.
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he Rolls-Royce 40/50 was initially developed by the design team at Manchester in 1904. In 1908 production was transferred to Derby. Frederick Henry Royce was the Chief Engineer and his designs ensured that the 40/50 Rolls-Royce would be the smoothest running and the most superlative driving machine that had ever been built. Charles Rolls was one of the most experienced drivers in the world and did much to promote the pre-eminent position of the Rolls-Royce Company. Claude Johnson was a friend of John Scott Montagu, well known to him at the turn of the century in 1900. He visited John Montagu in Piccadilly, London where he was editor of the weekly magazine The Car. It was here that Claude Johnson first admired the art works of Charles Sykes, resident artist at The Car. He admired the bronzes created for Lord Montagu including the masterpiece ‘Adam and Eve’ which was exhibited at the Paris Salon in 1909. Inside the offices of The Car in Piccadilly, John Scott Montagu MP often entertained his friends. He also encouraged Charles Sykes. John Montagu’s day-to-day affairs were managed by his secretary, Miss Eleanor Thornton. Recent research has shown that Eleanor Thornton was the brains behind the business and when Sykes joined The Car in 1903 it was Miss Thornton who welcomed him with a cup of tea. Eleanor played a key part in motivating Sykes within the extraordinary framework which was developing at The Car. It was agreed that it would as a work of art.
Paintings for Rolls-Royce Sales Catalogue: Whilst in the employment of John Montagu, Sykes was commissioned by Johnson for the paintings which were reproduced in the Rolls-Royce 1910-11 sales catalogue and also, significantly, for a figurehead to be placed on the radiator of the 40/50. He was fortunate because he travelled in the cars used by Rolls and Johnson. He also travelled extensively in the cars used by Lord Montagu of Beaulieu who frequently journeyed from London to Hampshire. At that time, Sykes was living in London whilst his wife Jessica lived in Newcastle-on-Tyne with daughter Josephine. According to his letters, he was overloaded with work for The Car, John Scott Montagu and Claude Johnson. Charles and Jessica found time
Below: Rolls-Royce Silver Shadow
to take their daughter Josephine to Beaulieu Parish Church where she was christened by permission of Lord Montagu. The Spirit of Ecstasy – A Work of Art: Charles Sykes was an accomplished sculptor. He attended the life modelling class at the Royal College of Art. He was trained in the use of clay, plaster and also the conversion of wax into cast bronze. He was an accomplished metal worker in repoussé, whereby the metal is raised with fine tools from a thin metal sheet. Charles was also familiar with chasing and finishing techniques. A self portrait of Charles Sykes, which was converted to a lost wax bronze, is shown in the accompanying photograph dated 1900. We see therefore that Charles was well equipped to produce for Claude Johnson the figurehead which he called ‘The Spirit of Speed’. Soon it was to be renamed by Johnson the ‘Spirit of Ecstasy’ and assigned by Sykes to Rolls-Royce Ltd. It was agreed that it would be manufactured as a work of art. This meant that all of the production would receive special attention. Claude Johnson got what he wanted: the paintings for the Rolls-Royce catalogue and the figurehead for the 40/50 - the mascot for ‘The Best Car in the World’. There has been much conjecture concerning the role of Eleanor Thornton at The Car and as a model for the Spirit of Ecstasy. Charles knew Eleanor very well indeed. It was a special relationship, which ended prematurely when Eleanor died in December 1915. During his lifetime until 1950 Charles was not able
to talk about Eleanor, although he may have told his daughter Josephine many years after 1910 as Josephine grew to be part of the business in her twenties. Later, Josephine was often asked about Eleanor and the Spirit of Ecstasy before she died in 1988. Her reply “Eleanor was a lovely person. It is an interesting story and if it makes you happy, let the myth prevail”. The reticence of Josephine was noticeable and well-founded. Charles, the accomplished sculptor, did not need a model for the Spirit of Ecstasy but he needed his friend Eleanor. Charles knew exactly how to interpret the messages which he received from the motoring pioneers. He created the image which has maintained the iconic value of the Spirit of Ecstasy for a hundred years. For these reasons, we should remember Eleanor and Charles. Together they worked in the formative years. They gave us the Spirit of Ecstasy and they bequeathed to us the mystery, which still beckons. Making the Spirit of Ecstasy: In 1911, when Charles Sykes started to manufacture the mascot, it was hurriedly fitted to the existing radiator cap. This was a Royce design which had originated in 1904 and was not to be altered. This cap, which had a small hexagon head, was fitted to the first type of mascot and it became known as the hollow base mascot because the hexagon head of the radiator cap was covered by the hollow base. A good example of this earliest mascot is on display in the Club’s headquarters. It is widely believed that the Silver Dawnwas no more than a modified B entley Mk VI,
Above: Rolls-Royce Silver Shadow
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Initially, it was an export-only model designed fo r overseas owner-driver connoisseurs who appreciated the quality of Rolls-Royce but did not require a chauffeur driven car but in fact it could be argued that the Silver Dawn was actually intended to precede the Bentley. Testimony to this comes from the H J Mulliner records. The handwritten minutes of the Mulliner Board Meeting, dated 16 November 1945, state. Tantalizingly, there are no subsequent references to the two Mulliner Silver Dawns. However, Martin Cannell, who has made a near-lifetime study of the Silver Dawn since its introduction in his youth, is of the opinion that the two Mulliner prototypes were stillborn because Rolls-Royce was undecided on the way forward. However, history proves that the decision was made to introduce the new complete car as a Bentley, the Mk VI, rather than as a Rolls-Royce; Bentley had been owned by Rolls-Royce since 1931. It is said that the firm were apprehensive of a too radical departure from tradition and that if the new model should fail it would be less disastrous under the Bentley name. There is also the suggestion that in post war austerity Britain, a Bentley would appear less ostentatious than another Rolls-Royce. There is strong evidence that the development of the Silver Dawn, under the code name “Ascot” was carried out at Clan Foundry, Belper, somewhat independent of Crewe. Support to this hypothesis comes via the second Silver Dawn to be made and which eventually became the first Silver Dawn sold to a customer; its chassis card shows it to have been the at Crewe”. Since the body of that car was of the stan experimental car 2-SD-II “brought up to date and re-trimmed” and used as a Factory trials car with the new chassis number LSBA2. In the final enigmatic hand-written comment, “Please note. This car was originally built by Clan [Foundry] and the details are not known at Crewe”. Since the body of that car was of the standard steel type as built by the Steel Company, it There is strong evidence that the development of the Silver Dawn, under the code name “Ascot” was carried out at Clan Foundry, Belper, somewhat independent of Crewe. Support to this hypothesis comes via the second Silver Dawn to be made and which eventually became the first Silver Dawn sold to a customer; its chassis card shows it to have been the
experi enigmatic hand-written comment, “Please note. mental car 2-SD-II “brought up to date and Remarks comes the enigmatic hand-written comment, “Please note. This car was originally built of tre-trimmed” and used as a Factory trials car with the new chassis number LSBA2. In the final heading of Remarks comes the enigmatic hand-written comment, “Please note. This car was originally built of the standard steel type as built by the Steel Company, it is more likely that Clan Foundry finished rather than “built” it. The very first post-war Silver Dawn (1-SD-I) was the one and only car fitted with a square shouldered bonnet and scuttle. Backing up a half-remembered conversation with Ivan Evernden many years ago, Bernard King persuadably suggests that the entire car was built independent front suspension clothed by a splendid- at Clan Foundry. Subsequent cars used the familiar rounded scuttle as did the Bentley Mk VI: As Ian Rimmer explains in his book Rolls-Royce and Bentley Experimental Cars, this first Silver Dawn had a hard life It was, for example, subject to no less than fifteen engine changes and being dropped from a great height to prove the strength of its suspension. After serving a time in the works Transport Department, covering approaching 150,000 miles the reasons already mentioned however, it was the Bentley Mk VI that was introduced frame and independent front suspension clothed this car was originally built of tre-trimmed” and used as a Factory trials car with the new chassis number enigmatic hand-written comment.
Above: Rolls-Royce Silver Shadow Opposite: Rolls-Royce Silver Shadow
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Above: Rolls-Royce Silver Shadow Opposite: Rolls-Royce Silver Shadow
Initially, it was an export-only model designed for overseas owner-driver connoisseurs who appreciated the quality of Rolls-Royce but did not require a chauffeur driven car
Above:
There is strong evidence that the development of the Silver Dawn, under the code name “Ascot” was carried out at Clan Foundry, Belper, somewhat independent of Crewe. Support to this hypothesis comes via the second Silver Dawn to be made and which eventually became the first Silver Dawn sold to a customer; its chassis card shows it to have been the at Crewe”. Since the body of that car was of the stan experimental car 2-SD-II “brought up to date and re-trimmed” and used as a Factory trials car with the new chassis number LSBA2. In the final enigmatic hand-written comment, “Please note. This car was originally built by Clan [Foundry] and the details are not known at Crewe”. Since the body of that car was of the standard steel type as built by the Steel Company, it The Rolls-Royce motor car was being continually developed and this development was nearly always reflected in the mascot. For example, ‘Staybrite’ radiators were introduced in 1929/30. This meant that radiator caps were made of stainless steel and often the mascots were chromium plated to match. The kneeling lady mascot was introduced in 1934 and was fitted by Rolls-Royce to late 20/25s, 25/30s, Wraiths, also to late Phantom IIs and to Phantom IIIs. These kneeling radiators were introduced in 1929/30. This meant that lady mascots manufactured by Sykes during 1934 were magnificent but those manufactured later by Le Jeune were quite different. Charles Sykes also designed most of the Bentley mascots which appeared on the 3½ and 4¼ Bentleys and the Mark V Bentley in 1939. There was a public competition with a prize of £50 offered by RollsRoyce. It was Charles who received the prize money. When Sykes was a student before 1900, he was taught by Eduardo Lanteri. Lanteri was acknowledged as the best modelling teacher who taught Rodin and whose teaching methods are as effective today as they were in 1898. Hannah Sykes, mother of Charles, played a crucial part which led him to the Royal College of Art. Eleanor Thornton became ‘Alice in Motorland’ in the hands of Charles Sykes and we know that every Christmas at The Car Charles celebrated with Eleanor. During Christmas 1910 those celebrations, hosted by John Scott Montagu, reached their highest point of perfection, the Spirit of Ecstasy.
Rolls-Royce Silver Shadow I
Julian Spencer
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Notice of the RREC Annual General Meeting Th e H u n t H ou s e ( i n t h e C S R W i ng ) , Pau l e r s p u r y , Northamptonshire Sunday 3 April 2011 at 2.30pm The Annual General Meeting of RREC Ltd, Operating as the Rolls-Royce Enthusiasts' Club will be held for the purposes of transacting the following business: 1. To receive the Chairman's Report 2. To approve the minutes of the 2010 AGM (circulated in B301) 3. To adopt the Financial Statements for the year ending 31 October 2010 4. To reappoint the auditors, Messrs H W, Chartered Accountants, and authorise the board to fix their remuneration 5. To elect Directors
In accordance with the Articles of Association, the following Board member retires and is not offering himself for re-election: Mr Phillip Hall. There will be six vacancies to be filled as there are also five present Board members retiring and they are all offering themselves for re-election. Nominations, which must be in writing, are to be sent to the General Secretary at The Hunt House, High Street, Paulerspury, Northamptonshire, NN12 7NA by January 2011. NB: Election to the Board involves automatic membership to the Management Committee.
B r a i n t e a s e r N o . 6 : A t t e n da nc e A wa r d To encourage more early cars to attend a Pub Meetng, a Club Section decided to offer a prize to the pre-war car that had come furthest. Five pre-war cars came, and were parked in order of arrival at the front of the pub, starting on the left. • • •
The car that had come 17 miles was the first to arrive, and the fixed-head coupé was the third. The white car had travelled 15 miles, 9 miles less than the car with the Hopper body. The 20HP had come 29 miles, 17 miles
• • • • •
further than the sedanca coupé. The black open tourer was parked on the immediate right of the blue car. The 20/25 had Park Ward coachwork, and the 25/30 was a saloon. The maroon Phantom II was parked next to the car with Barker coachwork. One of the cars was limousine, and another had James Young coachwork. The Phoantom III was aprked next to the car with H J Mulliner coachwork, and the car that had come 17 miles was parked next to the grey car.
T H E C O M M E M O R A T I V E R A L LY 2 3 - 2 6 J U LY 2 0 1 0 In August 1977, the RREC staged a rally in Monmouth to commenorate the centenary of the birth of the Honourable Charles Stewart Rolls in London on 27 August 1877. Monmouth was the venue because it was to this town, on the Welsh borders, that his grandfather decided to move the family seat after his forebears had established a large property portfolio in London, expanded further by marriage.
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n 1930 W O Bentley introduced the magnificent 8 litre car which was capable of carrying luxurious coachwork at 100mph and in complete silence. In a shrinking market following the depression, this car began to make serious inroads into a traditional Rolls-Royce market. Jack Barclay found that it was increasingly difficult to sell a Phantom II Continental alongside a Bentley 8 Litre. Money was always tight at Bentley Motors and the racing programme together with the cost of launching the 6½ litre necessitated the raising of further capital in 1925. Woolf Barnato, one of the ‘Bentley Boys’, injected considerable sums of money to keep car production going, but by 1931 the
situation was becoming dire. The expense incurred in the launch of the 8 litre and 4 litre cars and a supercharged version of the 4½ litre required more capital if the Company was to stay afloat. The 4 litre was not a success, much to the relief of Rolls-Royce who feared competition with their 20/25 model, and the sales of the 8 litre were not sufficient to keep the Company afloat. Various approaches were made including one to Rolls-Royce suggesting a merger, but all to no avail and on 11 July 1931 a receiver was appointed. In desperation W O Bentley approached Napiers who, following negotiations, agreed to buy the Company and to recommence car production which
Below: Commemorative Rally
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they had given up in 1924. An announcement appeared in the Autocar of 14 August 1931 headed “Bentley Napier Fusion”. Rolls-Royce felt sufficiently threatened by this potential Napier take over – their old aero engine and quality automobile manufacturing rivals - that they decided to take action. When the official receiver appeared in court to present the Napier offer to the presiding judge they made an anonymous bid for Bentley Motors through the Equitable Central Trust Ltd. This bid was successful and Rolls-Royce acquired Bentley Motors Ltd for about £125,000 on 13 November 1931. This included the services of W O Bentley himself. Once the legalities had been completed Rolls-Royce formed a new company ‘Bentley Motors (1931) Ltd.
A Smaller Engine Project
Early Development of the Derby Bentley: The engineering department at Derby had no warning of the imminent takeover of Bentley Motors and had nothing to offer the sales department to market as a Bentley.
Initially, it was an export-only model designed for overseas owner-driver connoisseurs who appreciated the quality of Rolls-Royce but did not require a chauffeur driven car By the end of 1931 Sir Henry Royce and his team based at his home in West Wittering began to think about a new model, codenamed ‘Bensport’, and what they were initially contemplating bore little resemblance to the first Derby Bentley. Due to the economic depression, a smaller model of about 3 litres and different from current Rolls-Royce
models was contemplated. Half of sales from the Cricklewood works had been the 3 litre and sales of larger cars had been declining. Royce was considering a supercharged engined car to reflect its sporting heritage. The Company started trying out other sports cars including an Alvis Speed 20 and Roy Fedden’s blown straight 8 Alfa Romeo, but decided this was not the type of car they wanted to produce. A Smaller Engine Project: Due to the prevailing economic situation, Royce had had a smaller four seater owner-driver saloon designed at Derby, code name ‘Peregrine’, with a mono-block cast iron engine of 2364cc capacity, a possible successor to the 3.6 litre 20/25 model. The car was ready for road testing in June 1932 and was favourably commented upon. However, when taken to France it developed very high oil temperatures when driven flat out. The Babbit metal big end bearings suffered and began to break up. An oil cooler could have been a solution but would have to have been massive to cope. The small engine could not produce acceptable performance on the winding British roads without a rear axle ratio which gave a continuous 5000rpm in France. The solution of an overdrive was not available. The project was dropped, but as the basis of the ‘Bensport’ the chassis had distinct possibilities which Royce recognised.
A Compromise is Reached
Consideration was given to supercharging the Peregrine engine, but issues such as where to site the unit and finding a suitable source delayed development - the Rootes and Powerplus units not being considered suitable. They even considered developing their own supercharger, but the cost would have been prohibitive. A Peregrine so equipped had suffered from blown head gaskets and low speed detonation which threatened reliability. Time was going on and discussions continued; an overhead camshaft version of the Peregrine or adding two more cylinders of similar capacity to produce a straight eight engine were some of the ideas. Royce’s failing health was beginning to affect his decision making. Meanwhile the Sales Department had no offering for the old Bentley customers and there was fear that competitors could move in and take the market. A Compromise is Reached: During this impasse the engineering department at Derby were amusing themselves by considering alternatives to the non-
Left: Rolls-Royce Rally images Right: Rolls-Royce Rally images
existent supercharged engine and found that they could fit an existing 20/25 engine and gearbox into the Peregrine chassis with little modification. The resulting hybrid had lively performance and handled well with all the Rolls-Royce attributes of smoothness and silence. In September 1932 Hives launched a carefully considered attack on the supercharged engine programme and pressed for the use of the J1 engine in the Peregrine chassis which he considered an ideal combination. The J1 engine was the same as the 20/25 but with a new six port crossflow head, a modified camshaft, a compression ratio of 6.4:1, (up from 4.6:1) and fitted with twin SU carburettors on a new induction pipe. Power output was 110bhp. This configuration had been road tested on a 20/25 and was the 3½ litre engine as we now know it. Royce eventually agreed to this combination, but was still hankering for a blown engine.
Initially, it was an export-only model designed for overseas owner-driver connoisseurs who appreciated the quality of Rolls-Royce but did not require a chauffeur driven car release being at the October motor show. The fourth of the prototypes, an open tourer with a 3.9 axle, was used on press day. It was a very fast car and was reputed to have lapped Montlhery at 95mph. The car had an instant appeal and was marketed by the Sales Department as ‘The Silent Sports Car’. Bentley was back at Olympia for the first time since 1930 and
Production Volume and Survival
The First Derby Bentley: By November 1932 Hives was pressing on with the J1 Bensport and had the first mock-up Bentley on the road by mid January 1933. He comments ‘With J1 it is far better than any sports car that is being sold today.’ The car, a four door Park Ward close coupled saloon, was taken to West Wittering reaching an indicated 95mph on the way, so Sir Henry did see it some three months before his untimely death on 22 April 1933 at the age of 70. Hives decided to use the 20/25 gearbox and commented that Bensport would be economical to make as it was almost all 20/25 and Peregrine pieces. W O Bentley was not involved in the design process but helped with prototype testing. He took the car to Brooklands and reported most favourably commenting “Taking all things into consideration, I would rather own this Bentley car than any other car produced under that name”. He was delighted with the performance of the car following an extensive Alpine excursion. Four experimental Bentleys were on the road by June 1933, two saloons, a drop head coupé and a tourer. There was concern that the new product was too quiet for a sports car but this was to be skilfully exploited by the Company. All work on the Peregrine project had stopped and production at Cricklewood ceased. Launch of the 3½ Litre Bentley: The new car was shown to the press in September 1933, the final
had three examples on their stand including a sports tourer by Vanden Plas priced at £1380. The chassis price was £1100, £50 more than a 20/25. Several examples were on display by the from H J Mulliner, sports saloons from Arthur Mulliner and Hooper and a drophead coupé from Thrupp and Maberly. The press reception was most favourable. In 1934 the Company published a booklet entitled Some Opinions which ran to four editions and contained articles about the new Bentley taken from motoring magazines and newspapers.
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Production Volume and Survival: The public’s response to the new 3½ litre Bentley was encouraging and 540 cars were sold in 1934. Taken together with 890 examples of the 20/25, this more than offset the declining sales of the Phantom II. Total sales of the 3½ litre were 1177 by 1937, the new 4¼ litre model being introduced in 1936. The survival rate of these cars is known to be 73% and this is likely to be a slightly conservative estimate - 75% is often quoted. Examples are still occasionally coming to light. A remarkable rate for a vehicle that was underrated for many years and a testament to the build quality and loyal following these wonderful cars enjoy. Famous Owners: The new Bentley appealed to previous owners of Bentleys from the old factory. Famous names such as its previous chairman and a director of the restructured company, Woolf Barnato, and his wife, owned five between them. Britain’s land speed breaker, George Eyston owned two and his great rival Malcolm Campbell had three.
They were popular cars with British racing drivers such as Raymond Mays who had a series of four all painted black with distinctive chrome wheels and blue upholstery. A very successful racing driver, involved in the conception and campaigning of ERA racing cars, he used his Derby Bentleys for high speed travel on the continent and practice sessions on race circuits. His testimonials following extensive use of the cars were used by Rolls-Royce as promotional publicity material. Prince Birabongse (B Bira) used his 3½ litre for similar activities. Captains of industry were good customers for the new car. Several pillars of the British aviation industry chose Derby Bentleys including Richard Fairey of Fairey Aviation, Sir George White and Roy Fedden of Bristol Aircraft Co. and R J Mitchell designer of the Supermarine Spitfire. Parts suppliers to the company owned them: Gordon Smith of Smiths Industries; C L Breedon of Wilmot & Breedon bumpers; F W Bluemel (steering wheels); Alexander Duckham of Duckhams oils and Bernard Hobbs of Lodge Sparking Plugs. HRH The Duke of Kent had two Derby Bentleys delivered which were often used for official visits and both of which featured a division, a very unusual fitting for these sports saloons. He was a keen driver and was often photographed at the wheel. This confused doormen who, on the car drawing up, would open the nearside rear door only to find the Duke alighting from the offside front!
Bespoke Coachwork
Bespoke Coachwork: The 1177 3½ litre cars manufactured at Derby as rolling chassis and engines were all dispatched to various coachbuilders for bespoke bodywork built to the specifications chosen by their purchasers. The lucky first owners chose from a wide number of styles - with four door light saloons being exceedingly popular but with a few tourers, coupés, and cabriolets adding to
Below: Rolls-Royce Rally images
Initially, it was an export-only model designed for overseas owner-driver connoisseurs who appreciated the quality of Rolls-Royce but did not require a chauffeur driven car the sporting image. There were enormous variations in the detailing, both of coachwork and interior and exterior fittings. The top coachbuilders were Park Ward with 529; Thrupp and Maberly, 111; Vanden Plas, 77; H J Mulliner, 64; Hooper, 61; Barker, 44; Freestone & Webb and Gurney Nutting both 39 and James Young, 35. The other 178 were bodied by around 40 coach builders, some in the UK and some in Europe. The larger coachbuilders offered a variety of styles of body with the user then deciding on what further fitments and accessories they wished. Park Ward initially offered a saloon body with the spare wheel mounted on the boot lid. However, with four seats, the inside of the boot was rather small and so an alternative design was offered with a more upright and rather larger rear end. Their drophead was very popular with an elegant line and considerable seating space for four people. Numerous variants were produced and also special bodies commissioned by Jack Barclay including a beautiful 2-door streamline coupé. Smaller coachbuilders such as Oxborrow & Fuller were commissioned by individuals to create cars to their desired specification. Offord & Sons bodied one of the most famous racing cars of the period when they built the Eddie Hall car for the Ulster TT races. Inevitably with closed cars being the most popular and demands being for more comfortable seating, sound proofing and extras such as radios
& Fuller were commissioned by individuals to and cocktail cabinets and tables, the overall weight of the coachwork increased and this encouraged the move towards a larger more powerful engine - the 4¼ litre, and again Park Ward was the major supplier of bodies. Inevitably, the chassis, steering column and scuttle set the base for the line of a Derby Bentley and so all the cars have a family likeness. However, the variations in style, finish, colour and detailing ensure each car offers a fresh perspective and a unique feel. The Derby Bentley 3½ Litre: Owning a Derby Bentley 3½ ‘Silent Sports Car’ gives one a feeling of great joy; - pride in the pedigree and history, delight
Left Rolls-Royce Rally images Below: Rolls-Royce Rally images
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in the coachwork and excitement at the anticipation of driving. The driving is easy with light and responsive steering, good handling, a lively engine and sure footed brakes. It is a car to enjoy regardless of weather, road conditions, or distance. In the 1930s several well known racing drivers used these cars, not just as every day transport but, as the cars were fast, of learning the various European race tracks they competed upon. During the manufacturing life of these chassis - 1933 to 1936 - a number of modifications were i designer of the Supermarine Spitfire. Parts suppliers ntroduced as lessons were learnt from their worldwide usage. Much of this revolved around improved dampers and stiffened mountings and supports, designer of the Supermarine Spitfire. Parts suppliers probably because of their high speed use on European roads less well surfaced than they are now. The Peregrine chassis that was adopted for use in these cars was relatively lightweight and flexible with car. One of the early teething troubles experienced was that of the front of the car shaking with vibrating wings and headlamps on poor roads. This was cured designer of the Supermarine Spitfire. Parts suppliers by fitting Wilmot Breedon harmonic front bumpers Aerolite components. Con rods were modified with a central drilling replacing an external oil pipe. Additional cylinder lubrication was added and first Dunlop road wheels and then Rudd Whitworth wheels were fitted.
Development In more modern times further refinements have been introduced, largely to bring the cars into line with current motoring conditions. Perhaps the most important is the addition of an externally mounted modern full flow oil filter. This allows the the higher gearing is ideal for fast cruising.sports cars including an Alvis Speed 20 and Roy Fedden’s blown very high oil temperatures when driven flat HRH The Duke of Kent had two Derby Bentleys delivered which were often used for official visits and both of which featured a division, a very important is the addition of an externally mounted modern full flow oil filter. This allows the the higher unusual fitting for these sports saloons. He was a keen driver and was often photographed at the wheel. This confused doormen who, on the car drawing up, would open the nearside rear door only to find the Duke alighting from the offside front!
The larger coachbuilders offered a variety of styles of body with the user then deciding on what further fitments and accessories they wished. Park Ward initially offered a saloon body with the spare wheel mounted on the boot lid. However, with four seats, the inside of the boot was rather small and so an alternative design was offered with a more upright and rather larger rear end. Their drophead was very popular with an elegant line and considerable seating space for four people. Numerous variants were produced and also special bodies commissioned by Jack Barclay including a beautiful 2-door streamline coupé. Smaller coachbuilders such as Oxborrow & Fuller were commissioned by individuals to create cars to their desired specification. Offord & Sons bodied one of the most famous racing cars of the space for four people. Numerous variants were period when they built the Eddie Hall car for the Ulster TT races. Inevitably with closed cars being the most popular and demands being for more comfortable seating, sound proofing and extras such as radios & Fuller were commissioned by individuals to and cocktail cabinets and tables, the overall weight of the coachwork increased and this encouraged the move towards a larger more powerful engine - the 4¼ litre, and again Park Ward was the major supplier of bodies. Inevitably, the chassis, steering column and scuttle set the base for the line of a Derby Bentley and so all the cars have a family likeness. However, the variations in style, finish, colour and detailing ensure each car offers a fresh perspective and a unique feel. The Derby Bentley 3½ Litre: Owning a Derby space for four people. Numerous variants were Bentley 3½ ‘Silent Sports Car’ gives one a feeling of great joy; - pride in the pedigree and history, delight in the coachwork and excitement at the anticipation of driving. The driving is easy with light and responsive steering, good handling, a lively engine and sure footed brakes. It is a car to enjoy regardless of weather, road conditions, or distance. In the 1930s several well known racing drivers used these cars, not During the manufacturing life of these chassis - 1933 to 1936 - a number of modifications were introduced as lessons were learnt from their worldwide usage. Much of this revolved around improved dampers and stiffened mountings and supports, probably because of their high speed use on European roads less well surfaced than they are now.
Opposite Page: (top & bottom) Rolls-Royce Rally images
Initially, it was an export-only model designed for overseas owner-driver connoisseurs who appreciated the quality of RollsRoyce but did not require a chauffeur driven car.
Member’s Discounts The Club is negotiating with companies to provide discounts on their products and services as a privilege for club Members. T h e d i s c o u n t s c u r r e n t l y ava i l a b l e a r e : InterContinental Hotels Group (IHG): Discounts on Crowne Plaza, Holiday Inn and Holiday Inn Express weekend bookings in the UK. A P H A i r p o r t Pa r k i ng a n d H o t e l s : D i s c ou n t s o n a i r p o r t pa r k i ng , hotels and lounges at UK airports. Hertz Car Rental: Discounts on car hire Fo r d e t a i l s o n t h e d i s c o u n t s ava i l a b l e a n d h o w t o a p p l y f o r t h e m , p l e a s e see page 16 of Bulletin 302.
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Vintage Prestige
fine motorcars
1921 Silver Ghost 2 seater DHC with Dickey £129,500
1922 Rolls Royce Silver Ghost Pickwick £109,000
1930 Rolls Royce 20/25 Barker Doctors Coupé £75,000
1924 Rolls Royce Silver Ghost Arthur Mulliner Limousine. £168,000
1926 Rolls Royce 20hp Barker all weather cabrio £62,000
1929 Rolls Royce 20hp Barrel Sided tourer £63,000
1930 Phantom II Kelner style roadster with dickey. £129,500
1933 Rolls Royce 20/25 Windovers Limousine £39,000
1934 20/25 Rolls Royce 3 position drophead £69,000
1934 Phantom II Sedanca £155,000
1939 Wraith by H.J. Mulliner £47,500
1953 Rolls Royce Silver Wraith Hooper Limousine £54,900
Office: 01442 236711 07967 260273 www.vandp.net
9b Westfield Farm, Medmenham, Bucks, SL 7 2HE. Viewing by Appointment only
1954 Rolls Royce Silver Dawn by James Young £66,000
1964 Rolls Royce Flying Spur III £120,000
1974 Rolls Royce Corniche Convertible £38,000
1976 Rolls Royce Phantom VI £109,000
1937 Derby Bentley 4.25 Sports Saloon by H. J. Mulliner. |£52,000
1952 Bentley Mark VI by James Young £29,000
1965 Bentley Continental Flying Spur £92,000
1960 Bentley S2 Standard Steel Saloon £29,000
1998 Bentley Continental R £49,500
1997 Bentley Continental R £46,500
1922 Bentley 3.0 Litre red label short chassis £225,000
2007 Bentley Arnage T £79,000
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CLASSIFIED: MEMBERS CARS
1988 Rolls-Royce Silver Spirit 4 Doors, Automatic, Saloon, Petrol, 1988 E Reg, 64371 miles, Metallic Royal Blue. Taxed until March 2011, Dark tan leather seats with blue piping, service history, Front electric windows, Rear electric windows, ABS, Air conditioning, Climate Control, Anti theft system, Central locking, Cruise control, Electric mirrors, Front armrest, Electrically adjustable seats, Leather upholstery, Metallic paintwork, Power assisted steering, Rear armrest, Remote locking, Rear headrests. £10,750 ono T: 07845 1764845
1988 Rolls-Royce Silver Spirit First Registered 1988 Registration No E273WDA Engine No 6093314101/9 Chassis No SCAZS0001HCH20896, MOT Nov 2011 Colour Royal Gold. £8,000 ono T: 07837 5894248 julietek@hotmail.com
1967 Rolls-Royce MPW 2 Door Coup Offered here is a 1967 MPW 2 Door Coupe, which is said to have covered just 51,000 miles from new in the hands of just one owner. It is offered complete with a stamped service history up to 32,000 miles, a number of previous MoT certificates and various invoices in support of the mileage. £12,000 ono T: 07874 8459654 luekdoyle@hotmail.com
1983 Rolls-Royce Silver Spirit Originally supplied by Lex Mead of Weybridge to a london based customer, this particular cotswold beige example dates from 1983 & thus employs an SU carburettor fed v8 engine. Entering the current ownership some sixteen yrs ago via the Rolls-Royce main agent in chester, the luxury salloon is stated to have covered approx 91,300miles from new. Reportadly used on several leisurely European continental tours, the Silver Spirit has a service book, old m.o.t's & lts of history, while in recent yrs the car has apparently received attention to the bodywork and wheel-arches, along with extensive paintwork to the lower sections of the shell. £6,995 T: 07777 5472653
1936 Rolls-Royce 25/30 Gurney Nutting Sedanca de Ville A very stylish, well-proportioned Sedanca de Ville, in sound condition, running well, and driving particularly well. Features such as twin side-mounted spare wheels (with covers), full set of ‘Ace’ wheel discs, large rear trunk, etc, add to the appeal of an already attractive car. All very correct, and has the feel of a low mileage car, which may well be the case. The impressive set of tools in their original tray add fuel to this theory as well. The paintwork is rather old, and has some quite heavy cracking in places, providing an opportunity for a repaint in perhaps in a more appropriate colour scheme than the current one. £6,995 T: 07777 5472653
Classified Adverts To p l a c e a n d a d v e r t c a l l Pat o n 01892 826225 or email: jo.bane@stjamess.org
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1929 Rolls-Royce 20hp A very sporty Barker body ,an older restoration that will benefit with a little TLC. Mascot ,handbook and a few tools included. Will assist with transport if needed. £Offers T: 07412 2357874 andrewlaes@yahoo.co.uk
1930 Rolls-Royce Phantom II Tourer by Barker The 7.7 litre 6 cylinder Phantom II, introduced in 1929 was the first large horsepower Rolls-Royce with a completely re-designed chassis - the Phantom I having a chassis which was based on that of the late Silver Ghost. The introduction of the Phantom II coincided with the beginning of the era when the design of coachwork on luxury motor cars reached its peak. Barker and Co., who from the introduction of the Silver Ghost in 1907 became the company’s coachbuilder of choice, were famous for this style of open body known as a ‘barrel sided tourer’. When the style was first introduced in about 1920 it became an instant success,especially among the Maharajahs of India who ordered it to be fitted to both the small horse power 20 hp and the larger 40/50 hp Silver Ghost – it is also to be found on the 40/50hp Phantom I. £58,000 T: 07837 5894248
1967 Rolls-Royce MPW 2 Door Coup A very unusual Silver Cloud 2 in first class condition. Dark blue coachwork with red Hide interior. Drive as new. £35,000 ono T: 07874 8459654
1981 Rolls-Royce Silver Spirit The Silver Spirit was launched at the Paris Salon in 1980. Penned by Fritz Feller, it was a welcome replacement for the long-serving Silver Shadow and was the first of a new generation of models that not only formed the basis of the Flying Spur, Silver Dawn, Touring Limousine and Park Ward for Rolls-Royce, but also the Mulsanne and Eight Series cars of sister company Bentley. The Silver Spirit was not entirely new, however, and employed the floorpan of the outgoing model as well as its proven OHV 6750cc V8 powerplant. The opulent newcomer was lower and longer than the Silver Shadow and, courtesy of its finely-tuned hydraulic self-levelling suspension, was said to provide the best roadholding ever offered by the marque. £6,000 T: 07562 5129678
1927 Rolls-Royce Phantom I Tourer Sold to its previous owner by Thomas Barrett III, the co-founder of the Barrett-Jackson Auction Company, on 31st January 1996, the Phantom has recently been re-imported to the UK. Retaining many of the features with which it has originally ordered plus the same grey livery and red leather upholstery that visitors to Pebble Beach would have witnessed some seventeen years ago, the motor car is described by the vendor as being in "good" condition with regard to its engine, gearbox, electrical equipment, interior trim and paintwork, while he rates the coachwork as "excellent". Quite simply one of, if not the, most exceptional New Phantom we have had the pleasure of offering, chassis 57 EF is worthy of close inspection. £150,000 T: 07777 6582365 stepheneyes@hotmail.com
Classified Adverts To p l a c e a n d a d v e r t c a l l Pat o n 01892 826225
1927 Rolls-Royce 20hp Three Quarter Fined Head Coupe by Cockshoot 1927 Rolls-Royce 20hp Three-quarter FixedHead Coupé, Coachwork by Cockshoot, Registration no. GLG 228 Chassis no. GUJ-58, Engine no. 13-S. £20,000 T: 07562 5129678
1923 Rolls-Royce 20hp Coupe with Dickey 'This model was introduced to meet requests for a smaller, less expensive car in keeping with the trend after the First World War towards smaller cars for a wider market. Construction was simplified - but standards of workmanship were not compromised.' Edward Eves, Rolls-Royce, 75 Years of Motoring Excellence. 1923 Rolls-Royce 20hp Coupé with Dickey, Registration no. SV 4450, Chassis no. 79A8, Engine no. G460. £35,000 T: 07652 35489645 juliemiller@yahoo.co.uk
1979 Rolls-Royce Silver Shadow II Brunswick Green with matching green hide and carpeting, air conditioning and cruise control. Head rest front and rear. Electric windows. Sale is due to retirement this is a lovely car well used and loved. Registration no. SV 4450, Chassis no. 79A8, Engine no. G460. £9,000 T: 07789 9994365 jonbr yar y@yahoo.com
1936 Rolls-Royce 20/25 Balloon Chassis No GTK24, Reg No EAS 349. The body on this car is a replica of the Hon C.S. Rolls Balloon Car and is correct in every detail. The car was purchased in 1980 and work was started and finally completed in the year 2000. The engine was completley overhauled by Johnathan Harley and Alan Glue. It has a new aluminium cylinder head, and the chassis is 100% 20/25 with ash framework and all aluminium panels. It is a full 4 seater with immaculate black buttoned leather interior. It also has rosewood cappings and birdseye maple dashboard with WW2 aircraft clock fitted. The car has full weather equipment, including side screens. £39,950 T: 07523 5421245
1972 Rolls-Royce Silver Shadow Regal Red with Magnolia leather interior. Airconditioning. Electric windows, electric seats. Rear 1/4 badges. This is a quite exceptional example in superb order throughout. £11,950 T: 07231 4528795 andybees@yahoo.co.uk
1968 Rolls-Royce Corniche Convertible Mulliner Park Ward Very good mechanically, only need repair small damage in leather and hood, but very usable. £28,000 T: 07412 5542145
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